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.  05 

Illinois  Contral 

Proposed  Karlsbad  Hotel 
Damon  Springs,  Ky. 

The  pages  which  are  missing  were  re* 
moved  because  they  are  advertisaents* 


NS  1 

A  Laxative,  Cathartic  or  Purgative,  accord- 
ing to  the  amount  taken.  . 

Bottled  only  by 





In  Arcadia  Park 
Dawson  Springs,  Ky. 

Five  first-class  mineral  wells  in  park.  Shippers 
of  Salts  Water. 

WILHELM  REALTY  CO.,  Lessees,  Inc. 

F.  W.  NAGEL         Established  1865        H.  L.  MEYER 

NAGEL  &  MEYER,  Jewelers 

Third  and  Broadway  PADUCAH,  KY. 

Expert  watchmakers  (only)  employed  to  care  for 
your  watches.  Ball  and  other  popular  makes  of 
railroad  watches  for  your  selection. 

New  York 

St.  Louis 

James  Stewart  &  Company,  Incorporated 

Engineers  &  Contractors.            Westminster  Building,  Chicago 

Grain  Elevator  Designing  &  Construction                                 General  Construction 
Oklahoma  City 

Salt  Lake 

The  Varnish 

That  Lasts  Longest 

Made  by 

Murphy  Varnish  Company 




J.   L.  Sheppard — Frontispiece. 

President   Markham   Answers    Editorial   Questions   Asked   by 

the    Bolivar    (Miss.)    Commercial    Relative    to    Requested 

Advance   in    Freight   Rates 9 

Public    Opinion 12 

Editorial — Railroad  Men,  Attention ! 15 

Military   Department..— 16 

Dawson    Springs,    Ky 22 

Specialists  and   Special  Collections 27 

The  Elimination  of  Grade  Crossings 31 

Accounting  Department — 

Office   of  the   Auditor   of   Disbursements 34 

Committee   on    Public    Information 37 

Memphis  Convention   of  the  Air  Brake  Association 38 

Safety  First — 

General   Safety   Meeting  of  the   Mississippi    Division 41 

Hospital   Department — 

Hot    Weather    Suggestions 43 

Monthly    Staff    Meeting    of    Signal    Maintainers    and    Signal 

Foremen  of  the  St.  Louis  Division 45 

Transportation  Department — 

United  Effort  46 

Letter  from  President  Markham  to  Employes '. 48 

Appointments  and   Promotions 48 

Freight  Traffic  Department — 

The  Direction  of  the  Land  Movement 49 

Claims   Department   _ 52 

Engineering  Department — 

Final  Maps  and   Profiles 58 

Roll    of    Honor 63 

Law    Department   65 

Mechanical  Department — 

Original  Amboy  Shops  in  1871 74 

Passenger   Traffic    Department 75 

Contributions  from  Employes — 

Just    Plain    Talk 87 

Mr.  Storekeeper,  Try  This  Plan 88 

Meritorious  Service  89 

Division  News  ..  ....91 

*Pu6lisbed  monthly  6y  the  7//inois  Central  J?.*/?.  G>., 
in  the  interest  of  the  Company  and  its  4^dD  'Employes 
-  rates  •  on  -  application^ 

Chicago  £ocal55 

i$  <f  pr.  copy       $  I.JO  pr.  year 

J.    L.     SHBPPARD, 
Assistant    General   Freight    Agent,    Memphis,    Tenn. 

Illinois  Central  Railroad  Company 
Yazoo  &  Mississippi  Valley  Railroad  Company 

Entered  service  July  1,  1896,  as  messenger  in  office  of  the  Assistant  General 
Freight  Agent  of  the  C.  O.  &  S.  W.  at  Memphis.  Following  the  absorption  of 
the  C.  O.  &  S.  W.  by  the  Illinois  Central  R.  R.  Co.  in  the  latter  part  of  July, 
1896,  became  messenger  in  the  Local  Freight  Agent's  office.  Served  in  var- 
ious capacities  in  the  Local  Freight  Agent's  office  until  August  31,  1903.  Trans- 
ferred September  1st,  1903,  to  the  Commercial  Agent's  office  at  Memphis  as 
Export  Bill  of  Lading  Clerk,  promoted  to  Chief  Clerk  to  Commercial  Agent 
September  1,  1904,  which  position  he  held  until  July  1,  1906.  On  the  last 
date  mentioned,  transferred  to  the  General  Freight  Agent's  office  at  Memphis 
as  Rate  Quotation  Clerk.  Served  in  the  General  Freight  Agent's  office  in 
various  clerical  capacities,  including  position  as  Chief  Clerk,  until  February 
15,  1913 — when  promoted  to  present  position. 



Vol.  6 

.JULY,  1917 

No.  I 

President    Markham   Answers    Editorial    Questions 

Asked  by  the  Bolivar  (Miss.)  Commercial 

Relative  to  Requested  Advance 

in  Freight  Rates 

I  am  in  receipt  of  a  copy  of  your 
issue  of  the  25th  ult.  containing  an 
article  in  regard  to  the  proposed  increase 
of  freight  rates  on  intrastate  shipments 
in  Mississippi,  and  note  you  suggest  to 
your  readers  that  before  any  action  is 
taken  by  them  in  favor  of  advancing 
the  rates  that  they  should  find  out  what 
the  present  rates  are  and  the  necessity 
for  the  advance.  You  then  select  ten 
of  the  most  prosperous  railroads  in  the 
United  States  and  show  what  their  earn- 
ings were  during  the  years  1915  and 
1916,  but  omit  to  explain  that  1916  was 
the  banner  year  in  the  history  of  the 
carriers.  Not  one  word  do  you  say  about 
the  railroads  which  are  barely  able  to 
exist,  nor  do  you  mention  the  fact  that 
more  than  forty  thousand  miles  of  rail- 
roads are  at  the  present  time  in  the  hands 
of  receivers. 

Concerning  the  Yazoo  &  Mississippi 
Valley  Railroad  Company,  you  say  that 
there  are  some  people  in  the  delta  who, 
before  they  advocate  any  raise  in  freight 
rates,  would  like  to  know : 

1.  At  what  this  road  is   capitalized, 
and  why? 

2.  What    its    earnings    are    on    such 

3.  The     present     freight     rates     the 
people  are  paying? 

4.  The  miles  of  new  railroad  built 
in  the  last  five  years? 

5.  Dividends  or  earnings  on   capital 
stock  of  the  road  during  the  past  ten 
years  ? 

You  state  that  when  the  people  of 
the  delta  are  furnished  with  this  in- 
formation they  will  take  up  with  the 
Railroad  Commission  the  question  of 
freight  rates,  and  whether  it  will  be  to 
raise  or  reduce  them  will  depend  upon 
the  answers  to  your  questions. 

I  shall  endeavor  to  answer  your  ques- 
tions frankly  and  fully  and  I  am  very 
glad  of  the  opportunity  to  do  so. 

Answer  '  to  question  1 :  The  total 
capital  of  the  Yazoo  &  Mississippi  Val- 
ley Railroad  Company,  stocks  and  bonds, 
is  $52,721,176.90,  which  is  at  the  rate 
of  $38,176.00  per  mile  of  road. 

Answer  to  question  2 :  The  Yazoo  & 
Mississippi  Valley  'Railroad  Company 
has  never  paid  any  dividends  on  its  stock 
and  on  April  30,  1917,  was  in  arrears  in 
the  payment  of  interest  on  its  bonds  to 
the  amount  of  $6,882,111.39. 

Answer  to  question  3 :  The  freight 
rate  on  various  commodities  differs.  If 
I  were  to  undertake  to  give  you  the 
Cleveland  rate  on  all  the  commodities 
between  the  different  points,  the  answer 
would  be  so  voluminous  that  vou  would 



be  unable  to  publish  it.  However,  these 
rates  are  on  file  with  the  agent  at  Cleve- 
land and  are  available  at  all  times  for 
public  information. 

Answer  to  question  4:  Number  of 
miles  of  new  railroad  built  by  the  Yazoo 
&  Mississippi  Valley  Railroad  Company 
during  the  last  five  years,  9.  You, 
of  course,  are  aware  of  the  fact  that 
railroad  building  and  development  has 
practically  come  to  an  end  in  this  coun- 
try. There  was  less  railroad  construc- 
tion during  the  last  two  years  than  in 
any  like  period  in  fifty  years.  I  leave 
it  to  you  to  say  what  has  caused  this 
almost  total  paralysis  in  railway  con- 

Answer  to  question  5 :  There  have 
been  no  dividends  paid  on  stock  of  the 
Yazoo  &  Mississippi  Valley  Railroad 
Company  during  the  last  ten  years,  nor 
were  there  any  earnings  that  could  have 
been  applied  to  the  payment  of  dividends 
on  the  stock.  As  stated  in  answer  to 
question  2,  the  road  is  far  behind  in  the 
payment  of  interest  on  its  bonds. 

The  rate  of  return  on  property  invest- 
ment for  twenty-five  carriers  comprising 
all  of  the  important  railroad  systems  in 
the  Southern  territory,  during  the  year 
ending  June  30,  1916,  was  5.26  per  cent. 
These  roads  enjoyed  the  great  prosper- 
ity which  prevailed  throughout  the  year 
without  having  to  bear  the  burden  of 
the  heavy  increase  in  cost  of  labor  and 
material,  except  to  a  slight  extent.  The 
heavy  increases  in  the  cost  of  producing 
transportation  will  fall  almost  entirely 
in  the  present  year.  This  is  because  rail- 
road companies  purchase  supplies  used 
in  the  maintenance  and  operation  of  their 
properties  under  contracts  running  for 
varying  periods. 

The  contributing  causes  of  the  pres- 
ent emergencies  are  the  world  war,  the 
direct  and  indirect  effect  of  the  Adamson 
Act  and  the  heavy  increases  in  the  cost 
of  materials.  The  Illinois  Central  sys- 
tem has  nearly  60,000  employes,  every- 
one of  whom  the  high  cost  of  living 
brought  about  by  war  conditions  has 
affected.  The  increases  in  wages  of  all 
classes  of  employes  for  the  calendar 
year  1917  over  the  year  ending  June 

30,  1916,  if  no  further  increases  are 
granted,  will  amount  to  approximately 
$4,816,845.00.  We  estimate  that  the  cost 
of  fuel  for  the  year  1917,  at  current 
prices,  based  on  the  quantity  used  during 
the  year  ending  June  30,  1916,  will  be 
$1,257,385.40  greater  than  last  year,  and 
this  is  a  very  conservative  estimate. 
We  purchased  switch  engines  in  Janu- 
ary, 1915,  for  $12,399.00  each,  and 
in  February,  1917,  the  same  class 
of  switch  engine  cost  us  $26,756.00.  In 
October,  1915,  we  paid  $22,163.00  for 
locomotives  of  the  Mikado  type,  and  in 
February,  1917,  we  purchased  the  same 
type  of  locomotives  and  had  to  pay 
$41,660.00.  In  October,  1915,  we 
bought  refrigerator  cars  at  $1,279.00 
each.  In  April,  1917,  the  same  class  of 
cars  cost  us  $2,600.00  each.  In  1914  we 
paid  $860.00  each  for  5,000  box  cars. 
The  same  class  of  cars  today  cost  $2,- 
150.00.  For  years  we  have  paid  $30.00 
per  ton  for  new  steel  rail.  Recently, 
we  bought  2,000  tons  of  second-hand 
rail,  for  which  we  were  compelled  to 
pay  $45.00  per  ton.  There  has  been  an 
enormous  advance  in  the  price  of  frogs, 
switches,  machinery,  tools  and,  in  fact, 
in  all  of  the  different  kinds  of  material 
which  the  railroad  is  compelled  to  have 
in  maintaining  its  track  and  equipment. 
When  the  application  for  an  increase 
of  15  per  cent  was  first  made  to  the  In- 
terstate Commerce  Commission,  it  was 
thought  that  such  an  increase  in  both 
interstate  and  intrastate  rates  would 
equal  the  increased  cost  of  labor,  mate- 
rial, supplies,  etc.,  but  subsequent  de- 
velopments have  proven  that  it  will  be 
insufficient  to  meet  these  increased 

I  believe  that  the  emergency  affects 
practically  all  carriers  alike  and  to  about 
the  same  degree,  but  immediate  relief 
is  more  essential  to  some  carriers  than 
others.  The  weaker  line,  which  has  had 
only  sufficient  earnings  to  pay  its  taxes 
and  interest  on  bonded  debt  will,  in  the 
absence  of  increased  revenues,  have  no 
means  of  meeting  the  great  advance  in 
expenses.  The  stronger  line,  which  has 
not  only  been  able  to  pay  its  taxes  and 
bond  interest  out  of  its  net  operating 



income,  but  also  pay  for  a  substantial 
amount  of  improvements  and  better- 
ments to  its  property  from  the  same 
source,  may  be  in  position  where  it  can 
still  live,  but  will  not  be  able  to  so  main- 
tain and  improve  its  property  as  to 
render  adequate  service  to  the  public. 
It  must  be  apparent  to  you  that  if  in  a 
given  territory  a  strong  road  is  granted 
a  smaller  percentage  of  increase  than 
a  weak  road,  it  will  result  in  the 
stronger  road  securing  all  the  business 
between  competitive  points,  thus  leaving 
the  weaker  road  worse  off  than  under 
present  conditions.  The  emergency  is 
a  national  one ;  it  cannot  be  narrowed 
to  state  lines,  nor  to  individual  railroads. 

The  question  of  protecting  the  in- 
vestments of  one  million  persons  in  this 
country  who  are  direct  owners  of  rail- 
way securities,  and  the  forty-six  million 
holders  of  life  insurance  policies  who 
are  indirect  owners  of  railway  securities, 
is  of  less  importance  at  this  time  than 
the  question  of  protecting  the  one  hun- 
dred million  people  who  compose  the 
citizenship  of  this  country  from  a  break- 
down of  the  carriers,  upon  which  they 
must  depend  for  food  and  supplies  in 
time  of  peace  and  upon  which  the  gov- 
ernment must  depend  for  transporting 
troops  and  supplies  in  time  of  war. 

During  the  past  six  months  there  has 
been  a  shortage  of  railroad  cars,  loco- 

motives and  terminal  facilities  to  handle 
the  country's  business,  but  this  shortage, 
serious  as  it  has  been,  and  is,  will  pale 
into  insignificance  in  comparison  to  what 
will  happen  to  the  country  if  the  people 
and  the  various  commissions  cannot  be 
convinced  of  the  needs  of  the  railroads. 

It  should  be  borne  in  mind  thai 
one-half  the  year  will  have  gone  by 
before  the  proposed  advance  in  rates 
can  become  effective,  while  the  increased 
costs  to  the  carriers  have  been  in  full 
force  since  the  beginning  of  the  year. 
Also,  that  75  per  cent  of  the  freight 
which  enters,  leaves  or  passes  through 
Mississippi  is  interstate  on  which  the 
rate  is  controlled  entirely  by  the  Inter- 
state Commerce  Commission.  There- 
fore, so  far  as  the  year  1917  is  con- 
cerned, the  assistance  which  the  carriers 
are  asking  at  the  hands  of  your  Commis- 
sion, if  granted,  will  scarcely  be  felt  by 
your  readers. 

If   you   are   convinced   of    the   heavy 
increases  in  the  costs  of  labor,  materials 
and  supplies  which  in  order  to  operate, 
the  railroads  must  have,  then  I  feel  sure 
you  will  in  fairness  concede  to  the  rail- 
roads   the    privilege    of    increasing    the 
price  of  transportation — the  only  thing 
which  they  have  to  sell.   Yours  truly, 
C.  H.  Markham, 
The     Bolivar     Commercial,     Cleveland, 

Miss.,  June  5,  1917. 

The  railroads  of  our  country  are  fac- 
ing many  extraordinary  conditions 
and  the  patrons  of  the  roads  should 
lend  their  aid  and  help  to  solve  the 
problems  as  far  as  possible.  The  fol- 
lowing suggestions  if  followed  out  will 
result  in  great  benefit  to  roads  and  to 
every  community : 

The  efficiency  of  cars  can  be  increased 
by  quicker  terminal  handling  and 
prompter  loading  and  unloading,  and 
better  loading — more  tons  to  the  car. 

Reduce  idle  time  in  city  and  freight 
division  terminals  by  prompt  dispatch 
of  trains. 

Load  and  unload  both  company  freight 
and  commercial  freight  promptly — the 
first,  by  close  inspection  and  by  disciplin- 
ing offenders ;  the  second  by  personal 
appeal  by  local  agents,  divison  and  assist- 
ant superintendents,  and  district  traffic 
officers,  to  shippers  and  consignees,  all 
of  whom  can  aid  greatly  by  explaining 
difficulties  and  obtaining  the  co-opera- 
tion of  railway  patrons  in  overcoming 
them  through  an  appeal  to  their  friend- 
ship and  patriotism.  The  expenditure  of 
much  time,  patience,  and  even  money, 
to  make  the  reform  easy  in  the  begin- 
ning is  fully  warranted.  Some  one  or 
two  consignees  can  always  be  found  who 
will  co-operate,  and  once  the  possibility 
of  accomplishing  the  desired  end  is  dem- 
onstrated others  will  quickly  follow. 
There  are  probably  from  250,000  to 
300,000  points  in  the  United  States  where 
freight  is  received  and  delivered.  A 
slight  improvement  at  each  will  make 
an  astounding  aggregate.  Increase  car 

loads,  which  have  not  kept  pace  with 
increase  of  car  capacity,  notably  in  the 
case  of  box  cars. 

The  European  war  is  responsible  for 
conditions  that  have  caused  very  large 
increases  in  traffic  on  American  rail- 
roads, whose  capacities  are  now  over- 
taxed and  they  are  unable  to  respond 
promptly  to  all  demands  made  upon  them. 
In  other  words  there  is  a  demand  tor 
transportation  that  is  not  being  supplied, 
and  it  becomes  the  duty  of  everyone  to 
assist  in  raising  the  present  high  efficiency 
of  American  railroads  to  be  still  further 
raised  so  as  to  increase  the  supply  of 
transportation  units  with  existing  plant 
forces  of  skilled  labor,  and  supplies  of 
fuel  and  equipment  which  cannot  be 
increased  because  the  demand  for  all 
of  these  far  exceeds  the  supply. 

The  railroads  desire  this  matter  pre- 
sented to  the  shipping  public  in  the  most 
forcible  and  intelligent  way  possible  with 
the  aim  of  securing  their  hearty  co-opera- 
tion in  reducing  the  time  of  loading  and 
unloading  cars  and  increasing  the  car-lot 
loading.  Every  effort  must  also  be  made 
through  the  proper  channels  to  secure 
the  consent  of  the  general  public  to  in- 
creasing carload  minima  in  classifications. 
— Winoma  Times,  Winoma,  Miss.,  June 
22,  19/7. 


To  the  men  who  run  the  railways  of 
the  country,  whether  they  be  managers 
or  operative  employes,  let  me  say  that 
the  railways  are  the  arteries  of  the  na- 
tion's life,  and  that  upon  them  rests  the 
immense  responsibility  of  seeing  to  it 




that  these  arteries  suffer  no  obstruction 
of  any  kind,  no  inefficiency  or  slackened 
power. — From  President  Wilson's  pro- 
clamation of  April  15. 

The  railways  of  the  United  States 
are  ready  to  do  their  part.  They  realize 
their  great  responsibility.  No  interests 
possibly  can  be  more  impressed  with  the 
importance  of  keeping  open  the  nation's 
highways  for  the  transportation  of  fuel 
and  food  or  iron  and  steel  and  the  great 
volume  of  war  supplies  for  our  own 
armies  and  the  warring  countries  of  our 
foreign  allies. 

But  to  insure  the  maintenance  of  the 
railroads  at  full  efficiency  it  is  necessary 
that  their  equipment  be  maintained  and 
that  their  terminals  be  improved  to  meet 
the  pressing  needs  of  the  hour.  The 
railroads  must  have  more  money  for 
freight  rates  to  meet  the  great  increase 
in  the  cost  of  operation. 

The  Pennsylvania  railroad  estimates 
that  for  that  system  alone  the  increase 
in  the  expense  of  operation  for  1917 
-  will  be  over  $51,0.00,000.  This  is  roughly 
divided  into :  increased  fuel  cost,  $15,- 
000,000;  wage  increase  due  to  the 
Adamson  law,  forced  upon  the  rajlroads 
by  Congress  and  the  United  States 
Supreme  Court,  $10,000,000 ;  other  wage 
increases  necessitated  by  that  law 
amounting  to  nearly  $11,000,000  and  a 
federal  capital  stock  tax  of  $500,000. 

The  railroads  have  been  asking  for 
15  per  cent  advance  in  freight  rates 
of  the  interstate  commerce  commission 
but  indications  are  that  an  advance  of 
20  per  cent  will  be  barely  sufficient  with 
some  lines  in  the  thinly  populated  dis- 
tricts of  the  country  to  meet  the  increased 
cost  of  operation. 

The  railroads  should  be  maintained 
at  full  efficiency,  like  an  army  in  the 
field.  Starve  the  railroads  and  the  na- 
tion is  starved.  Most  of  the  freight 
congestion  that  has  been  responsible  for 
the  high  cost  of  food  is  due  to  the  short- 
age of  rolling  stock  and  to  the  inade- 
quate terminal  facilities  and  the  railroads 
cannot  raise  the  money  for  the  new 
equipment  and  the  improvements  except 
at  ruinous  figures. 

The  railroads  are  as  important  to  mili- 

tary success  as  an  army.  Their  efficiency 
should  be  maintained  and  increased,  no 
matter  what  it  costs.— Manufacturers' 
Nezvs,  May  17,  1917. 


Emphasis  of  the  patriotic  recognition 
by  railway  managers  of  the  supreme  im- 
portance and  the  supreme  duty  of  rail- 
roads during  the  war  is  afforded  by  an 
efficiency  circular  just  issued  by  the  spec- 
ial committee  on  national  defense  of  the 
American  Railway  Association. 

Briefly  put,  the  committee  believes 
that  increase  of  efficiency  is  that  supreme 
duty.  It  points  out  that  a  careful  study 
has  shown  that  "by  heavier  loading,  by 
expediting  the  movement  even  more  than 
at  present  and  by  speeding  up  repairs  it 
is  possible  that  the  equivalent  of  779,000 
additional  freight  cars  might  be  thrown 
into  immediate  use."  That  would  in- 
crease the  car  supply  more  than  30  per 

As  regards  locomotives,  the  committee 
figures  that  by  reducing  the  number  und- 
er repairs  and  by  increasing  locomotive 
'mileage  it  may  be  possible  "to  keep  in 
service  16,625  more  locomotives  than  are 
in  use  today  on  our  railroads.  This  would 
equal  an  increase  of  more  than  25  per 
cent  in  the  number."  But  in  order  to 
make  this  program  yield  the  results  de- 
manded by  the  national  situation  there 
must  be  willing  co-oi)eration  on  the  part 
of  shippers  and  consignees  in  the  prompt 
loading  and  unloading  of  cars,  in  the 
loading  of  cars  of  their  full  capacity  and 
in  other  ways. 

Here  is,  therefore,  another  way  in 
which  the  average  citizen  can  help  the 
country.  Anything  that  a  man  can  do  to 
help  expedite  the  movement  of  freight 
and  help  the  railroads  realize  the  great- 
est possible  efficiency  is  done  for  the 
country  and  the  cause  during  this  war. — 
Chicago  Herald,  May  15,  1917. 


With  the  arrival  of  256  high  grade 
Holsteins  and  the  proposed  opening  of 
the  Farmers'  and  Merchants'  Co-opera- 
tive Creamery  on  Wednesday,  the  terri- 



tory  adjacent  to  the  city  of  Vicksburg 
will  be  given  a  new  field  of  commercial 
and  financial  development.  The  most 
pleasing  feature  connected  with  the 
creamery  business,  and  more  especially 
one  with  the  rural  route  systems  of  the 
local  enterprise,  is  the  fact  that  it  will 
reach  every  willing  worker  in  our  county, 
even  those  with  a  few  pounds  of  milk 
produce  per  day.  The  wondrous  possi- 
bilities of  the  movement  and  the  quick 
financial  returns  and  the  ability  of  the 
man  of  small  means  to  become  a  bene- 
ficiary combine  to  make  the  movement 
one  that  will  appeal  to  those  who  have 
failed  to  consider  the  climatic  and  nat- 
ural conditions  of  our  territory.  The 
Merchants  National  Bank,  the  Y.  &  M. 
V.  railroad  and  Messrs.  T.  W.  McCoy 
and  J.  H.  Culkin,  who  have  worked  so 
zealously  for  the  success  of  the  enter- 
prise, deserve  the  united  thanks  of  this 
community.  The  Herald  wishes  for  tlr's 
new  endeavor  and  for  those  connected, 
as  patrons  and  financial  claimants,  much 
success  and  commends  their  understand- 
ing to  the  co-operative  consideration  of 
all  our  citizens. — Vicksburg  (Miss.} 
Herald,  May  13,  1917. 


During  the  last  month  the  Illinois 
Central  broke  records  by  moving  all  of 
its  freight  cars  an  average  of  forty-two 
miles  a  day,  while  the  average  for  all 
the  other  roads  of  the  country  was  about 
twenty-five  miles  a  day.  The  most  the 
the  Interstate  Commerce  Commission  has 

ever  asked  in  the  movement  of  the 
freight  cars  has  been  thirty  miles  a  day. 
The  Illinois  Central  record  is  especially 
gratifying  in  view  of  the  fact  that  this 
road  originates  about  85  per  cent  of  its 
business  and  differs  in  this  way  from 
railroads  that  receive  most  of  their  traffic 
from  other  lines,  which  roads  act  as 
clearing  lines,  and  making  it  easier  to 
move  cars  quickly. — News,  Chicago,  June 
20,  1917. 



Women  and  Factory  and   Store  Em- 
ployes Liberal  to  the  Red 
Cross  War  Fund 

Every  I.  C.  Man  Donates 

One  of  the  most  commendable  dona- 
tions turned  in — commendable  from  the 
spirit  displayed — came  from  the  Illinois 
Central  railroad  shops  and  yards,  solic- 
ited by  Frank  Laughlin  and  his  team. 
Captain  Laughlin  reported  that  his  team 
had  received  a  subscription  from  each  of 
seventy-one  men  approached. 

Every  employe  of  the  Illinois  Central 
railroad,  including  the  office  force,  local 
freight,  freight  house  and  platform  men, 
contributed.  Not  a  single  man  declined 

"This  shows  a  patriotic,  loyal  spirit 
and  the  public  should  hear  of  it,"  com- 
mended Chairman  Nolan.  "It  shows  the 
laboring  man  is  in  partnership  with  the 
government." — Courier,  Evansville,  Ind., 
June  21,  1917. 



Here  Are  Ten  Suggestions  of  Methods  By  Which  You  Can  Help  Support 

YOUR  Government 

BASIC  FACT  :    This  is  YOUR  government— help  defend  it. 

1 — Co-operate  to  the  measure  of  your  ability  with  the  Red  Cross  and 
in  the  purchase  of  Liberty  Bonds.  The  first  is  a  good  measure  of 
your  loyalty,  for  it  is  a  gratuity;  the  second  is  a  sound  investment. 

2 — Interest  yourself  in  all  matters  in  which  your  community  is  asked  to 
aid  the  government — don't  leave  all  of  the  work  to  the  others.  The 
problems  are  YOUR'S. 

3 — Help  feed  yourself  this  summer.  Everything  you  grow  in  your 
garden  represents  an  equal  amount  on  the  tables  of  our  allies. 

4 — Now  is  the  time  to  "turn  over  the  leaf"  and  start  that  exercise  of 
economy  and  thrift  you  have  been  planning  on.  Use  your  fuel  prop- 
erly ;  don't  be  ashamed  to  wear  last  year's  suit ;  get  in  touch  with 
proper  municipal  authorities  for  disposal  of  discarded  clothing  and 
household  furnishings  that  may  have  outlived  their  usefulness  to  you 
— probably  they  can  be  used  by  someone  else. 

5 — Take  a  neighborly  interest  in  the  welfare  of  the  family  of  the  man 
who  has  gone  to  the  front.  He  will  be  a  better  soldier  for  knowing 
that  those  at  home  are  going  to  be  protected  from  want  and  suffering. 
Remember,  he  is  fighting  your  battles  also. 

6 — Every  time  you  spend  a  dime  for  the  "picture  show,"  why  not  put 
at  least  five  cents  in  the  family  "Liberty  Bank"  for  the  Red  Cross? 

7 — Purchase  what  you  need  and  will  use — control  your  pocket  book, 
rather  than  let  it  control  you.  Extravagance  now  is  almost  criminal. 

8 — If  you  have  time  on  your  hands  to  spare,  interest  yourself  in  some 
branch  of  national  work.  Your  local  committees  can  tell  you  where 
you  can  help  to  best  advantage. 

9 — Remember,  the  railroads  are  going  to  "have  their  hands  full"  to  give 
the  necessary  service.  Give  them  the  very  best  of  your  talent  and 
energy  and  don't  hesitate  to  help  your  division  officers  by  suggestions 
for  bettering  conditions  that  come  to  your  attention.  They  want  your 
co-operation  and  will  appreciate  it. 

10 — If  you  don't  help,  don't  criticise  those  who  are  doing  the  best  they 
can.  When  you  are  DOING  something,  your  ideas  will  have  more 
weight.  Lend  your  moral  support  to  those  who  are  serving;  be  an 
American  in  fact,  as  well  as  in  name. 




Washington,  D.  C. 

Executive    Committee. 

Fairfax  Harrison,  President  Southern  Railways  Co.,  Chairman. 
Howard  Elliott,  Pres.,  N.  Y.  H.  &  H,  Samuel  Rea,  Pres.  Penn.  R.  R. 

T.   Kruttschnitt,  Ch.   Exec.   Comm.  S.  P.  Co.       Hale  Holden,  Pres.,  C.,  B.  &  Q. 


E.   E.   Clark,   Interstate    Commerce   Commission, 
Daniel  Willard,  Pres.  B.  &  O.  R.  R. 

Central  Department 

R.  H.  Aishton,  Pres.   C.  &  N.  W.,  Chairman. 

E.  E.  Calvin,  Pres.  U.  P.  R.   R. 

Hale   Holden,   Pres.,  C.,  B.   &  Q.  R.   R. 

C.  H.  Markham,  Pres.  I.  C.   R.  R. 

G.  L.  Peck,  V-Pres.  Penn.  Lines  West. 

G.  T.  Slade,  V-Pres.   N.  P.   Ry. 

Southern   Department 

W.  B.  Scott,  Pres.  S.  P.  Co.,  Chairman. 

B.  F.  Bush,  Recv.  Mo.  Pac.  Ry. 

C.  E.  Schaff,  Recv.  M.  K.  &  T.  Ry. 

Western  Department 

Wm.  Sproule,  Pres.  S.  P.  Co.,  Chairman. 
J.  D.  Farrell,  Pres.  O.  W.  R.  &  N.  Co. 
R.  S.  Lovett,  Ch.  Exec.  Comm.  U.  P.  R.  R. 

J.  Kruttschnitt,  Ch.  Exec.  Comm.,  S.  P.  Co.     E.  P.  Ripley,  A.,  T.  &  S.  F.  Ry. 

Informal  Meeting  and  Entertainment  of  Third  Reserve 
Engineers  or  Chicago  Regiment 

On  Friday  evening,  June  22d,  there 
was  an  informal  meeting  of  the  Third 
Reserve  Engineers  or  Chicago  Regi- 
ment on  the  Municipal  Pier,  Chicago, 
under  the  auspices  of  a  branch  of  the 
Railroad  Y.  M.  C.  A.  The  officers  and 
men  of  Illinois  Central  Company  "A" 
as  well  as  other  companies  were  present. 
The  speaker  of  the  evening  was  Mr.  W. 

L.  Park,  Vice-President,  Illinois  Cen- 
tral R.  R.,  his  topic  being  Army  Disci- 
pline versus  Railroad  Discipline.  Mr. 
Park  took  occasion  to  point  out  and 
illustrate  in  an  interesting  manner  the 
essential  difference  between  the  two 
forms  of  discipline,  and  said  that  while 
in  the  railroad  service  an  order  is  a 
request,  the  contrary  is  true  in  the  army 




where  a  request  is  an  order.  Remarks 
were  also  made  by  Major  C.  L.  Bent, 
Capt.  J.  M.  Walsh  and  others.  There 
was  clearly  evident  a  very  patriotic 
spirit  on  the  part  of  all  concerned. 
There  was  ample  evidence  shown  by 
both  officers  and  men  as  to  the  progress 
they  had  made  in  the  practical  work 
of  military  training  since  the  Chicago 
Regiment  was  organized.  The  pleasure 
of  the  evening  was  made  complete  by 
some  excellent  music  rendered  by  Levy's 
orchestra,  which  volunteered  for  the 

As  stated  in  our  June  issue,  the  rail- 
roads in  the  Central  Department,  that  is 
between  Colorado  and  West  Virginia 
and  the  Canadian  line  and  state  of  Ken- 
tucky, were  called  upon  to  furnish  300 
telegraphers  to  the  Reserve  Signal 
Corps  under  the  command  of  Major  L. 
D.  Wildman,  headquarters  Chicago. 
The  securing  of  these  300  applications 
from  railway  telegraphers  was  placed 
in  the  hands  of  a  special  committee 
under  the  chairmanship  of  Mr.  W.  L. 
Park,  Vice-President,  Illinois  Central 
R.  R.,  with  the  result  that  approxi- 
mately 400  applications  have  so  far  been 
transmitted  by  the  committee  to  the 
Chief  Signal  Office.  There  have  of 
course  been  some  rejections  of  those 
who  could  not  meet  the  requirements  of 
the  military  examination  as  to  physical 
condition,  etc.  There  has  also  been 
some  delay  in  the  actual  enlistments; 
up  to  this  time  only  about  fifty  teleg- 
raphers have  enlisted  in  the  Reserve 
Signal  Corps,  Central  Department,  al- 
though other  enlistments  at  an  early 
date  are  expected.  Some  of  the  delay 
has,  no  doubt,  been  caused  by  the  diffi- 
culty experienced  by  the  individual  rail- 
roads in  relieving  their  telegraphers 
who  had  applied  and  were  notified  to 
take  the  military  examination.  These 
details  will  probably  be  adjusted  satis- 
factorily in  the  near  future  and  it  is 
hoped  that  the  total  quota  of  800  rail- 
way telegraphers  will  actually  enlist  in 
the  Reserve  Signal  Corps,  Central  De- 
partment, without  much  more  loss  of 
valuable  time. 




The  special  committee  on  national  de- 
fense of  the  American  Railway  Associa- 
tion, which  is  the  agency  by  which  the 
railroads  are  cooperating  to  meet  the 
emergency  transportation  needs  of  the 
government  in  addition  to  the  ordinary 
needs  of  the  country,  makes  the  follow- 
ing statement: 

"The  special  committee  on  national 
defense  of  the  American  Railway  As- 
sociation invokes  the  support  of  all  per- 
sons and  concerns,  for  unless  the  rail- 
roads operate  as  one  system  and  make 
economic  changes  which  may  result  in 
inconvenience  to  the  public,  the  equip- 
ment, present  and  attainable,  of  the 
railroad  lines  will  be  insufficient  to  meet 
the  demands  to  be  made  upon  it. 

Freight  Cars  Lacking 
"There  are  2,500,000  freight  cars  in 
the  United  States  and  their  capacity  is 
barely  sufficient  for  commercial  needs. 
The  railroads  in  the  near  future  will  use 
120,000  cars  to  transport  material  for 
the  construction  of  the  'new  army' 
training  camps,  and  a  continuous  flow 
of  cars  to  keep  those  camps  in  supplies. 
They  estimate  that  it  will  take  200,000 
cars  to  carry  the  material  which  will 
enter  into  the  construction  of  the  gov- 
ernment merchant  ships,  whether  of 
steel  or  of  wood.  They  will  require  an 
enormous  number  of  cars  to  move  the 
steel  for  the  ships  under  construction 
for  the  Navy,  and  no  estimate  whatever 
can  be  made  of  the  number  of  cars 
which  will  be  needed  to  carry  the  mate- 
rial used  in  the  manufacture  of  muni- 
tions and  supplies  for  the  Army,  and 
in  moving  them  a  second  time  from 
the  point  of  manufacture  to  the  ship- 
ping point. 

Purpose  of  Railroads 

"The  railroads  have  'adopted,  as  the 
fundamental  principles  on  which  to  se- 
cure the  desired  results,  increase  of 
efficiency,  economy  of  effort,  and  the 
elimination  of  competition.  In  other 
words,  by  patriotic  cooperation  to  oper- 
ate as  if  they  were  one  great  corpora- 


tion,  intent  upon  securing  the  greatest 
results  at  the  least  expense  of  effort 
and  of  money. 

"Where  lines  were  competing  some  of 
the  trains  are  being  and  more  will  be 
withdrawn.  The  number  of  trains  for 
commuters  will  be  reduced  in  order  to 
spare  the  engines  and  crews  for  the 
freight  service.  At  terminals  all  loaded 
cars  may  be  sent  over  one  line  and  the 
empties  sent  back  over  its  rival  line  to 
give  the  railroad  men  the  opportunity 
for  free  movement  of  trains. 

Must  Move  2,000,000  Men 

"They  will  have  to  provide  for  the 
movement  of  the  2,000,000  or  more  men 
and  their  equipment,  coming  and  going 
from  the  instruction  camps." 

The  executive  committee  of  the  rail- 
road special  committee  on  national  de- 
fense consists  of  Fairfax  Harrison 
(chairman),  Howard  Elliott,  Hale  Hoi- 
den,  Julius  Kruttschnitt,  and  Samuel 
Rea.  They  have  subcommittees  on  car 
service,  military  equipment  standards, 
military  transportation  accounting,  mili- 
tary passenger  tariffs,  and  military 
freight  tariffs.  Six  or  more  of  the  most 
practical  men  in  the  railroad  world  are 
to  be  found  on  each  subcommittee. — 
The  Official  Bulletin,  June  6, 


Howard  Elliott,  former  president  of 
the  New  York,  New  Haven,  and  Hart- 
ford Railroad,  and  now  a  member  of 
the  railroad's  war  board,  in  a  statement 
just  issued  outlines  the  efforts  the  war 
board  is  making  to  arrange  for  move- 
ment of  the  essentials  of  life  and  war, 
rather  than  "the  things  we  can  get 
along  without  in  this  terrible  world 

"The  war  board  feels,"  Mr.  Elliott 
said,  "that  if  the  war  goes  on  the  total 
amount  of  transportation  now  available 
will  not  be  enough. 

"It  will  be  absolutely  necessary  to  use 
such  transportation  as  there  is  for  es- 
sential things.  The  public  should  will- 
ingly give  up  the  nonessentials.  It  is 
going  to  be  a  great  deal  more  important 

for  this  country  to  move  food,  fuel, 
and  iron,  and  the  like  than  to  move  lux- 
uries. We  hope  that  we  are  going  to 
be  able  to  move  them  all,  but  I  think 
it  is  only  fair  to  point  out  the  facts 
and  to  ask  the  public's  support. 

More  Equipment  Ordered 

"The  railroads  have  done  their  best 
in  the  last  18  months  to  add  to  their 
cars  and  engines.  There  have  been 
placed  in  service  since  November  1, 
1916,  989  new  engines  and  44,063  new 
cars.  Orders  have  been  given  for — as 
of  April  1—2,209  engines  and  104,917 
cars.  We  hope  they  will  be  received 
between  now  and  the  first  of  next 
January.  If  so,  there  will  have  been 
introduced  between  November  1,  1916, 
and  January  1,  1918,  148,980  cars  into 
the  service  with  an  average  capacity  of 
over  50  tons;  and  3,188  engines,  with 
an  average  tractive  power  of  54,000 
pounds,  which  is  very  much  above  the 
average  of  the  engines  of  the  United 

"On  May  1  there  was,  according  to 
the  record,  a  'shortage'  of  150,000  cars. 
In  round  numbers  there  are  2,500,000 
cars  in  the  United  States.  If  through 
better  loading  by  the  shipper,  better 
unloading  by  the  consignee,  better  move- 
ment by  the  railroad,  and  more  alert 
work  by  every  man  in  the  railroads, 
from  the  president  down  to  the  water 
boy,  each  car  is  used  more  efficiently, 
it  will  not  take  long  to  get  what  amounts 
to  an  added  service  of  150,000  cars  out 
of  the  cars  on  hand. 

Appeals  for  Co-operation 

"The  railroad  war  board  appeals  to 
railroad  officers  and  employees,  to  ship- 
pers, and  to  the  public  generally  to  coop- 
erate in  every  way  to  make  more  effi- 
cient use  of  the  existing  railway  plant. 
It  is  absolutely  necessary  to  make  every 
car,  engine,  track,  freight  house,  and 
every  other  appliance  do  more  work. 

"One  of  the  first  and  most  important 
measures  the  railroad  war  board  has 
under  way  is  to  help  move  a  greater 
quantity  of  fuel  to  the  Northwest  and 
at  the  same  time  to  bring  East  the 
greatest  quantity  of  iron  ore  possible 
from  the  upper  Lake  ports.  This  will 
provide  for  industrial  activity  both  East 



and  West  next  winter,  and  also  insure 
a  supply  of  domestic  coal. 

Lake  Pooling  Arrangement 
"With  the  cooperation  of  the  Lake 
carriers  and  the  ore  carriers  we  have  ar- 
ranged for  a  pooling  of  shipments  of 
Lake  coal,  so  that  when  coal  arrives  at 
lower  Lake  ports  there  will  be  a  mini- 
mum delay  in  putting  it  into  the  boats, 
thus  releasing  the  cars  and  sending  the 
boats  forward  promptly. 

"There  is  very  luxurious  passenger 
service  in  some  places  in  the  country 
and  we  would  like  to  keep  it  up,  but  the 
country  can  get  along  without  some  of 
it.  We  are  suggesting  changes  in  the 
passenger  schedules,  not  with  the  idea 
of  saving  money,  but  simply  to  save 
man  power,  fuel,  and  motive  power,  all 
of  which  must  be  applied  to  the  trans- 
portation of  necessities. 

"The  railroad  war  board  has  sup- 
plied to  the  government  five  trained  rail- 
road officers,  who  were  commissioned  to 
go  to  Russia  to  help  the  Trans-Siberian 
Railroad  to  move  toward  the  Russian 
front  the  freight  piled  up  at  Vladi- 

Nine  Engineer  Regiments 

"We  are  arranging  to  obtain  nine  reg- 
iments of  trained  railway  officers  and 
employees  to  help  the  English  and 
French  people  carry  on  railroad  activi- 
ties, principally  in  France. 

"The  war  board's  organization  in- 
cludes 16  experienced  railway  officers, 
including  the  5  executives  composing 
the  head  committee,  and  11  others  who 
are  here  permanently.  There  are  in  ad- 
dition 69  general  employees  and  18  in- 
spectors who  travel  about  the  country. 

"This  is  an  expensive  piece  of  ma- 
chinery. Our  estimate  is  that,  not 
counting  the  services  of  the  war  board 
and  the  railroad  officers  who  are  devot- 
ing a  very  large  amount  of  their  time 
to  this  national  work,  the  American 
railways  will  contribute  the  equivalent 
of  about  $500,000  a  year  to  this  special 
work.  And  we  are  glad  to  do  it. 
Should  Realize  Task 

"I  think  we  will  win  this  war  sooner 

W.     B.    MILLS,   COMPANY  6,     FT.  LOGAN     H. 

if  first  we  wake  up  to  the  magnitude  of 
the  task,  and  then,  not  only  mobilize  our 
marvelous  man  power,  but  also  coordi- 
nate with  that  our  money  power,  our 
business  organization,  our  press,  and  all 
the  other  manifold  industries  of  these 
United  States  twining  all  this  mobilized 
and  coordinated  power  to  the  sole  pur- 
pose of  supporting  our  allies  in  main- 
taining the  highest  ideals  of  humanity 
and  civilization. 

"That  is  what  the  American  railways 
are  trying  to  do  through  their  war 
board." — The  Official  Bulletin,  June  8, 


Useful  Gifts  to  Company  "A 


Company  "A,"  Third  Reserve  Engineers,  U.  S.  Army. 

Municipal  Pier,  Chicago,  June  21,  1917. 
From :  Capt.  J.  M.  Walsh,  Co.  "A." 
To :  Major  C.  L.  Bent. 
Subject:  Gifts  by  Albert  Pick  &  Company. 

1.  The  officers  and  members  of  Company  "A"  3rd  Reserve  Engineers  were 
each  presented  a  neat  and  useful  leather  packet  containing  needles,  thread,  buttons, 
safety  pins,  etc.,  by  Albert  Pick  &  Company  of  No.  208  West  Randolph  Street, 

2.  The  presentations  were  made  to  each  member  of  the  company  by  Mrs.  Cou- 
sins, Miss  Lord  and  Miss  Faber,  under  whose  personal  supervision  the  packets 
were  prepared. 

3.  The  company  was  formed  in  line  and  called  to  company  headquarters  by 
Lieutenant  Sheehan  where  the  presentation  was  made.     Captain  Walsh  thanked 
the  donors  for  the  kindness  to  the  company.    The  article  will  be  of  unquestion- 
able benefit  to  all  of  the  men. 

4.  The  thanks  of  officers  and  members  of  Company  "A"  are  extended  to 
Albert  Pick  &  Company,  to  the  ladies  who  conducted  the  presentation  and  also 
to  Messrs.  J.  R.  Mott  and  Richard  Frank  who  were  present  and  assisted  in  the 
distribution  of  the  packets. 

5.  All  employes  of  the  Illinois  Central  Railroad  will  doubtless  greatly  ap- 
preciate the  courtesy  extended  to  their  company. 

J.  M.  WALSH, 

Captain,  3rd  Reserve  Engineers,  Commanding. 
Copy: — Mr.  David  Frank, 

1st  Vice  Pres.,  Albert  Pick  &  Co., 

208  W.  Randolph  St.,  Chicago,  111. 



Years,   Years,  ago, 

Ponce  De  Leon,  sailed  from  Spain, 

In  search  of  youth 

'Twas  vain. 

Could  he  have  steered 

Perhaps  nowhere  in  the  world  could 
be  found  a  more  inviting  place  of  rest 
or  quietude  than  that  of  Dawson 
Springs,  Ky. 

Situated  and  walled  in  from  the  busy 
world  by  nature's  crafty  hand  of  art, 
which  brings  many  enthusiastic  excla- 
mations of  wonder  and  joy,  to  the  lips  of 
thousands  of  tourists,  as  they  are  abrupt- 
ly changed  from  the  broad  level  and 
fertile  blue  grass  fields  into  the  rugged 
fern  clad  cliffs  surrounding  the  entrance 
to  the  land  of  health  and  happiness. 

The  picturesque  view  as  seen  from 
the  windows  of  the  Illinois  Central  Ob- 
servation cars  leave  an  indelible  im- 
pression on  one's  mind  never  to  be 

Or  to  the  motorists  who  so  suddenly 
and  unexpectedly  glide  from  the  summit 
of  a  chain  of  hills  into  the  cool  re- 
freshing breeze  gently  wafted  from  the 
deep  clear  crystal  waters  of  the  beauti- 
ful Tradewater  River,  which  is  dotted 
here  and  there  by  launches,  pleasure  boats 
and  canoes  filled  with  laughing,  merry 
making  picnickers. 

One  is  seized  with  an  insatiable  desire 
for  an  extension  of  life,  filled  with  a 
poetic  ardor  as  if  he  were  by  a  hand  of 
magic  transformed  from  the  feeling  of 

Tno    Healtk  ISosort  of  the  Soutn 

By  Lee  O.  Dixon 

Cross  hills  and  plains, 

Sipped     nature's     nectar     at     Dawson 


Perchance,  the  dreams  of  youth 
Would  not  have  failed, 
And  young  again,  homeward  sailed. 

loneliness  so  poignantly  felt  in  the 
crowded  throngs  of  great  cities,  to  a  stu- 
dent of  nature;  and  how  sensitive,  how 
vibrating  as  the  tiny  shinning  ripples 
break  against  the  water  carved  overhang- 
ing precipice,  and  how  fascinating  the 
deep  dark  woods  free  from  the  wood- 
man's axe,  noiseless  but  for  the  song 
birds  and  the  daring  chattering  bark  of 
the  squirrel  or  the  floundering  bass  en- 
deavoring to  replenish  his  larder  at  the 
expense  of  an  unsuspecting  minnow. 

But  how  sad  that  hundreds  who  visit 
this  place  cannot  at  first  see  the  beauty 
or  experience  the  pleasure  which  Mother 
Nature  produced  for  their  enjoyment. 

For  they  are  victims  of  disease  too 
many  to  enumerate,  however,  they  too 
are  destined  by  the  same  hand  of  magic 
to  transformation  for  today  perhaps  you 
are  mated  on  the  golf  links  with  the 
goutchy  rheumatic  you  met  on  arrival, 
or  by  chance  the  Jaundice  has  so  sud- 
denly left  the  countenance  of  the  man 
you  so  gently  assisted  from  the  depot 
to  the  hotel  that  you  fail  to  recognize  the 
once  invalid,  who  now  gleans  from  life 
the  rapture  arid  inspiration  known  only 
to  strong,  and  healthy  men. 

Dawson  Springs  is  located  in  Hop- 
kins county,  Kentucky,  16  miles  from 



Louisville,  Ky.,  225  miles  from  Mem- 
phis, Term.,  and  less  than  two  hours' 
ride  from  the  Chicago  and  St.  Louis 
connections  via  Cairo,  111.,  and  Paducah, 
Ky.  And  30  minutes  from  the  Evans- 
ville,  Ind.,  and  Hopkinsville,  Ky.,  con- 
nection at  Princeton,  Ky. 

Four   well-equipped  passenger   trains, 

to  Dawson  Springs  from  a  wide  range 
of  territory  on  the  line  of  the  Illinois 
Central  and  connecting  lines,  and  rea- 
sonable fares  at  other  times  from  all 
points  in  the  country. 

Dawson  Springs,  as  a  health  resort, 
enjoys  a  well  earned  reputation  of  being 
one  of  the  most  popular  resorts  of  the 

each  way,  stop  daily  at  Dawson  Springs, 
giving  a  most  convenient  service  of 
sleeping,  parlor  and  dining  cars  from 
all  parts  of  the  country,  and  is  one  of 
the  few  points  south  of  the  Ohio  River 
where  reduced  rates  are  extended 
throughout  the  year. 

The  return  limit  being  six  months 
from  date  of  sale. 

Furthermore,  during  certain  months 
of  the  year  reduced  fares  are  in  effect 

Middle  West  and  South,  and  the  min- 
eral water  from  its  numerous  wells  and 
springs  have  effected  remarkable  cures 
by  the  thousands  from  the  following 
and  many  other  ailments,  dropsy,  rheu- 
matism, dyspepsia,  nervous  debility,  hem- 
orrhoids, and  diseases  of  the  stomach, 
liver  and  kidneys. 

Its  mineral  water  both  plain  and  con- 
densed are  prescribed  throughout  the 
south  by  all  prominent  physicians  to  their 


patients  or  advised  to  go  to  Dawson 
Springs,  where  they  can  secure  the  water 
fresh  from  the  wells  and  in  connection 
with  the  modern  equipped  bath  houses 
and  sanitariums  with  competent  physi- 
cians and  attendants  in  charge,  soon  elim- 
inates the  most  aggravated  cases  of  the 
above  named  diseases. 

•and  operated  both  in  plain  and  condensed 
waters  by  The  Dawson  Springs  Co. 

In  addition  to  the  attraction  of  the 
waters  at  Dawson  Springs,  the  country 
around  and  about  has  many  allurements 
for  the  visitor.  Tradewater  River  is 
within  a  mile  of  the  center  of  the  city, 
as  are  also  the  Arcadia,  Ferndale  and 

Scenes  in 
vicinity  of 


The  first  mineral  well  was  discovered 
at  Dawson  Springs,  Ky.,  in  July  2,  1881, 
by  W.  I.  Hamby,  and  is  now  known  as 
Arcadia  Well  No.  1  and  several  years 
later  discovered  the  famous  Hamby  well 
which  he  now  owns  and  operates.  Other 
famous  and  popular  wrells  are  the  Ar- 
cadia Nos.  1,  2,  3  and  4,  Harned  and 
Holeman  wells,  better  known  as  the  H. 
&  H. ;  Dooms,  Phillips,  Ramsey,  Rice, 
Redden,  Wooruff,  and  a  number  owned 

New  Century  Cliffs,  which  are  daily  vis- 
ited by  hundreds  of  guests. 

Facilities  for  boating  and  bathing  in 
the  river  are  ample,  and  the  scenery  to 
be  encountered  is  simply  delightful,  it 
including  vistas  of  fascinating  windings, 
overhanging  branches,  dense  forest 
growths  and  weird  and  lofty  rock  bluffs. 

Dawson  Springs  is  noted  for  its  beau- 
tiful churches  and  new  modern  high 
school  building  recently  erected  at  a  cost 



of  more  than 
$30,000.  Dawson 
S  p  r  i  n  g  s  has 
more  than  50  ho- 
tels and  board- 
ing houses,  15 
miles  of  con- 
crete walks, 
three  large  bot- 
tling plants, 

three  modern 
sanitary  bath 
houses  and  sani- 
tariums, numer- 
ous parks  and 
drive  ways 
through  shady 
dells,  and  offers 
to  the  sportsman 
with  rod  and 

gun  ample  facilities  for  a  good  day's 
hunt  or  string  of  croppie  and  bass 
which  abundantly  abound  in  the  clear 
deep  waters  of  the  river  and  its  trib- 

The  New  Karlsbad  Hotel,  is  strictly 
fireproof,  and  will  have  1,100  rooms 
above  the  first  story,  all  of  extremely 
large  size,  each  with  its  individual  bath, 
finished  in  the  highest  grades  of  mate- 

The  ground  floor  is 
on  as  unique  a  scale  as 
is  any  hotel  in  the 
United  States.  Its 
ground  floor  dimen- 
sions are  approximate- 
ly 450  x  600  feet  re- 
splendent in  a  large 
foyer  connecting  with 
its  Palm  Room,  which 
is  90x100  feet.  Entire- 
ly around  the  Palrfi 
Room  is  the  prome- 
nade between  marble 
columns  and  directly 
off  of  the  Palm  Room 
is  the  dining  room.  To 
the  left,  the  ball  room, 
where  500  couples  may 
dance  conveniently  at 
one  time,  and  on  the 
right  side  the  breakfast 
room,  private  dining 
rooms,  etc. 

The  kitchen  arrange- 
ment is  probably  uni- 
que, in  that  it  is  located 
250  feet  away  from  the 
main  building  and  on 
the  second  story  of  the 
low  portion  of  the 
building.  The  kitchen 
will  be  entirely  lighted 
the  entire  day  with  sunlight,  from 
four  directions,  as  well  as  ventilated  in 
both  directions,  and  will  be  finished  in 
marble  and  tile  from  floor  to  ceiling. 

Adjacent  to  the  hotel  will  be  the  gym- 
nasium, swimming  pool,  medical  depart- 
ment and  golf  course,  as  well  as  a  large 
fireproof  garage  which  will  be  owned 
and  operated  by  the  hotel,  in  order  to 
guarantee  first  class  service. 



Every  room  is  a  front  room  in  the  en- 
tire building,  there  being  no  courts,  nor 
rear  or  ends  to  the  hotel.  The  grounds 
are  equally  treated  in  all  directions  and 
not  one  room  is  superior  to  another. 

Dawson  Springs  also  claims  the  best 
equipped  training  grounds  in  the  South 
for  baseball  clubs,  its  grounds  being  used 
each  season  by  the  Pittsburgh  Nation- 
als, Toledo  and  Columbus  teams  of  the 
American  Association,  and  a  number  of 
other  smaller  league  clubs.  A  large  100- 
foot  square  training  shed  is  used  during 
inclemency  of  the  weather. 

One  of  the  most  attractive  features  of 
the  social  life  at  Dawson  Springs,  is 
its  old-fashioned  Kentucky  hospitality, 
seasoned  with  the  presence  of  hundreds 
of  gentle  typical  southernfolk  of  the 
Sunny  South. 

Its  social  affairs  are  not  hedged  about 
with  the  formalities  usually^observed  in 
recherche  functions,  but  the  cosmopoli- 
tan atmosphere  of  the  true  American 
spirit  seem  to  prevail. 

The  good  moral  tone  is  preserved,  and 
the  vicious  tendencies  of  some  summer 
resorts  are  strictly  tabooed. 

Dawson  Springs  is  a  combined  health 
and  pleasure  resort,  where  the  seekers 
of  either  return  home  benefited,  pleased 
and  satisfied. 

In  viewing  life  in  all  its  blended  lights 
and  shades,  the  intelligent  mind  at  once 
grasps  the  'true  philosophy  of  living1, 

which  is  to  take  advantage  of  each  day's 
opportunities  to  enjoy  the  beauties  of 
nature  and  the  glories  of  creation,  and 
by  making  the  best  of  one's  environ^ 
ments  and  the  privilege  of  social  inter- 
course with  one's  fellows. 

The  mind  and  body  subjected  to  the 
cares  of  business  or  household  duties, 
or  resting  under  the  touch  of  disorder 
or  disease,  can  but  drift  towards  in- 
firmity, and  find  life  a  burden  unless  a 
staying  force  intervenes  and  arrests  the 
downward  tendency. 

The  panacea  for  such  ills  is  lavishly 
presented  at  Dawson  Springs,  where 
Mother  Nature  opens  her  wondrous 
store  and  with  a  bountiful  hand  proffers 
the  health  giving  cup  to  all  who  may 
come  and  drink  its  magic  waters  that 
so  speedily  transform  the  once  listless 
body  into  new  animation.  In  brief,  life 
at  Dawson  Springs  is  healthful  and 
broadening  and  filled  with  such  expe- 
riences as  enables  nature  to  exact  from 
the  inner  heart  the  tribute,  pure  and  sin- 
cere, that  life  is  worth  living.  And  with 
new  energy,  power  of  will,  and  a  de- 
termination to  extract  from  future  life 
that  which  is  good,  pure,  noble  and  un- 
selfish, return  to  the  office,  busy  mills 
and  other  vocations  of  life  with  a  de- 
termined resolution  to  succeed  and  sing 
the  praise  of  the  elixir  of  a  new  life 
found  only  at  Dawson  Springs  and  its 
health  giving  waters. 

Specialists  and  Special  Collections 

By  Eugene  F.  McPike,  Manager,  Perishable  Freight  Service,  Illinois  Central  Railroad, 


We  live  to  learn,  that  we  may  learn 
to  live.  Knowledge  is  power.  The  man 
who  knows  is  useful  and  will  be  increas- 
ingly useful  in  the  days  to  come  which 
may  be  very  close  at  hand.  This  is  true 
not  only  in  the  relatively  narrow  sense 
of  the  individual  and  the  activities  with 
which  he  may  come  most  closely  into 
contact,  but  also  in  that  larger  sense 
which  is  represented  by  the  flag  we  call 
our  own.  Our  vision  must  be  extended 
to  still  more  distant  horizons  because 
knowledge  is  cosmopolitan;  it  knows  no 
boundaries  either  of  geography  or  of 
politics.  It  cannot  be  court-martialed 
for  including'  all  humanity  within  its 
scope,  even  during  a  time  of  war.  Yet 
he  best  serves  humanity  who  serves  best 
his  own  country  because  in  order  to  pre- 
serve any  good  within  us  we  must  be 
true  and  loyal  to  our  ideals.  Duty,  like 
charity,  begins  at  home. 

We  live  to  learn,  that  we  may  con- 
tribute what  little  we  can  toward  the 
happy  solution  of  the  problems  con- 
fronting the  race  to  which  we  belong. 
The  strength  of  a  nation  is  in  the  sum 
of  its  energies.  Hence  we  must  corre- 
late specialization  with  generalization. 

The  ambitious  and  serious  student  of 
any  subject  frequently  experiences  dif- 
ficulty in  getting  into  touch  with  the 
sources  of  the  particular  knowledge 
which  he  seeks.  His  home  may  be  far 
from  any  large  public  library  or  other 
facilities  for  study.  He  may  be  quite 
uninformed  as  to  the  ways  and  means 
which  are  at  his  command  if  he  were 
only  sufficiently  industrious  to  use  them. 
There  is  great  need  of  a  general  guide 
to,  or  a  directory  of  specialists  and  spe- 
cial collections  relating  to  technology 
and  other  useful  information.  Such  a 
work  ought  to  be  compiled  and  pub- 
lished in  the  form  of  a  "Year-book," 
which,  in  some  measure  would  be  a  key 

to  the  world's  knowledge  of  today  and 
tomorrow,  just  as  printed  literature  or 
bibliography  is  a  key  to  the  knowledge 
of  yesterday.  The  world  in  which  we 
live  is  moving  fast.  It  is  no  longer 
enough  to  know  how  or  why  a  certain 
thing  was  done  in  a  certain  way  yester- 
day, but  we  desire  to  know  and  often 
must  know  how  and  why  it  is  being 
performed  today  or  indeed  may  be  per- 
formed tomorrow.  Progressive  knowl- 
edge is  in  the  immediate  custody  of 
those  specialists  who  are  creating  it. 
They  are  busy  men  whose  hours  and 
minutes  are  filled  with  work  of  a  highly 
specialized  character.  From  such  duties 
they  cannot  be  diverted  by  any  idle  in- 
quiries, but  the  serious  student  will  find 
that  generally  speaking  where  there  is 
a  will  there  is  a  way. 

The  specialists  themselves  often  re- 
quire and  seek  information  outside  their 
chosen  field.  All  knowledge  must  be  in- 
terrelated for  its  parts  are  interdepend- 
ent upon  each  other. 

This  proposition  in  one  form  or  an- 
other is  receiving  serious  consideration 
in  England,  France,  Russia,  etc.  An 
excellent  editorial  article  relating  to 
the  establishment  of  a  Central  Informa- 
tion Bureau  was  published  in  the  Lon- 
don Engineer  of  May  25,  1917,  urging 
the  establishment  of  such  a  Bureau  in 
England  based  upon  the  program  of  the 
International  Institute  of  Bibliography 
in  Brussels,  Belgium.  Similar  action  is 
about  to  be  commenced  in  France  for 
the  organization  of  a  "Society  for  the 
Promotion  of  National  Industry."  It  is 
furthermore  reported  in  the  public  press 
that  some  active  steps  are  being  taken 
in  Russia  for  the  organization  of  a  new 
"Association  for  Development  and  Dis- 
semination of  the  Positive  Sciences."  It 
would  appear,  therefore,  that  in  the 
United  States  where  technology  has 




been  so  much  developed  and  used,  it  is 
high  time  that  some  definite  action  be 
taken  in  the  direction  of  establishing  a 
general  clearing  house  or  Central  Infor- 
mation Bureau  to  promote  the  inter- 
change of  technical  and  other  useful  in- 

As  a  very  small  contribution  toward 
the  proposed  Directory  of  Specialists 
and  Special  Collections,  the  following  list 
has  been  prepared  and  arranged  accord- 
ing to  the  Dewey  decimal  classification 
of  knowledge  as  used  by  many  Amer- 
ican librarians : 

000.     GENERAL  WORKS. 
001.     Research   and   Intercommunica- 
tion (general). 

(1)  The  Library  of  Congress,  Wash- 
ington, D.  C.,  often  furnishes  very  use- 
ful information  or  suggestions    (gratis) 
to   serious   investigators   or   students    in 
response    to    reasonable    and    brief    in- 
quiries which  are  clear  and  to  the  point, 
relating  to  almost  any  branch  of  human 

(2)  The  Chicago  Daily  News  Infor- 
mation Bureau,  Washington,  D.  C.,  an- 
nounces that  it  will  undertake  to  answer 
any  inquiry  when  accompanied  by  a  two 
cent   postage    stamp    for    each    question 
presented.     The  replies  generally  consist 
of  bulletins  or  other  material  obtainable 
from  the  governmental  offices. 

(3)  The  American   Library  Associa- 
tion (Geo.  B.  Utley,  Secretary,  78  East 
Washington    Street,    Chicago)    has    ap- 
pointed a  special  committee  to  investi- 
gate and  report  upon  a  plan  known  as 
"Sponsors    for    Knowledge"    originated 
by  Geo.  W.  Lee  of  Boston.    Under  this 
plan    certain    librarians    and    specialists 
accept  direct  responsibility  for  the  col- 
lecting and  furnishing  of  information  on 
designated    subjects.      Two    preliminary 
lists  of  "Sponsors   for  Knowledge"  ap- 
peared in  the  Bulletin  of  the  American 
Library    Association    for    January    and 
March,  1916. 

(4)  According  to   The  Library  Jour- 
nal (U.  S.)   for  August,  1912  (vol.  37, 
p.  478),  the  Library  of  Congress;  Cali- 
fornia State  Library,  Sacramento ;  John 
Crerar  Library,   Chicago ;  and  the  Hall 
of  Archives,  Ottawa,  are  equipped  with 

photographic  apparatus  ("photostat") 
by  which  copies  of  pages  in  books,  man- 
uscripts, etc.,  can  be  made,  at  small  cost, 
for  students  and  others.  The  Library  of 
Engineering  Societies,  New  York  City, 
was  also  considering  the  installation  of 
such  apparatus.  (See  entry  No.  19.) 

(5)  A  Society  for  the  Advancement 
of   Knowledge  is   being  organized  with 
headquarters    in    Great    Britain    and    a 
branch  in  the  United  States.     It  will  be 
devoted  to  the  promotion  of  ways  and 
means    to    facilitate   the    interchange   of 
useful  information.     Its  official  organ  is 
"The  Link."     (See  entry  No.  11  in  this 
series.)       Membership    fee:    $3.00    per 

(6)  A    "University   Extension    Club" 
may  be  organized  by  Mr.  Ernest  Briggs, 
Steinway    HaH    Bldg.,    Chicago,    whose 
tentative    plans    contemplate    a    central 
office  with,  ways  and  means  to  promote 
intercommunication  or  the   direct  inter- 
change   of     useful     information.       The 
membership  fee   will  probably  be  fixed 
at  $3.00  per  year  which  will  include  the 
official  organ  to  be  published  at   stated 

(7)  Kosmos,      International      Corre- 
spondence   Alliance,    Amsterdam,    The 
Netherlands,    publishes,    in    January    of 
each  year,   a   directory   of   its   members 
throughout  the   world,   with   an   indica- 
tion of  the  subject  of  immediate  inter- 
est  to   each,   so  as  to  encourage   duect 
intercorrespondence       between        them, 
when   desired.     Membership   fee :   $1.25 
per  year,  plus  a  cash  guarantee  of  $1.25, 
which    is    refunded    on    termination    of 

026.     Libraries    on    Special    Subjects. 

(8)  Special   Libraries,   organ   of   the 
Special    Libraries   Association.      Editor: 
John   A.    Lapp,    State    Library,    Indian- 
apolis,   Indiana.       Monthly;    $2.00    per 
year  (10  numbers). 

050.     General  Periodicals. 

(9)  Notes      and      Queries,      Bream's 
Buildings,    Chancery   Lane,   London,   E. 
C.,     England.      Weekly     1849-1917,    in 
half-yearly   volumes   with    index.      Also 
General  Index  to  each  series  of  twelve 
volumes.     Includes  a  wide  range  of  sub- 
jects   within    its    scope.      Is    in    public 



libraries     of     larger     American     cities. 
(Monthly  since  April  15,  1917.) 

(10)  L'Intcrmcdiairc   dcs  Chcrchcnrs 
et   Curicu.v.     31   bis    Rue   Victor-Masse 
Paris,    France.      Thjrice    monthly    since 
1864.      General   Index  to   1896.     A   set 
in    library    of    University    of    Chicago. 
Relates    chiefly   to   French    history,    etc. 
(Sometimes    called    the    "French    Notes 
and  Queries.") 

(11)  "The    Link,"    official    organ    of 
the    Society    for    the    Advancement    of 
Knowledge    (see    entry    No.    5    in    this 
series).    A   directory   of   its    subscribers 
with  their  varied  interests,  is  published 
in  Great  Britain.     Appears  quarterly  in 
March,  June,  September  and  December. 
Is   in   Chicago    Public    Library,   Library 
of    University    of    Chicago,    New    York 
Public  Library,  etc. 

080.  Collections  (general). 
(12)  "Special  Collections  in  Libra- 
ries in  the  United  States"  by  W.  Daw- 
son  Johnston,  librarian  of  Columbia 
University,  and  Isadore  G.  Mudge,  ref- 
erence librarian  of  Columbia  University. 
U.  S.  Bureau  of  Education,  Bulletin, 
1912,  No.  23.  Government  Printing 
Office,  price  ten  cents.  (140  pages,  in- 
cluding index.) 

300.     SOCIOLOGY. 

(13)    Infant     Welfare     Society, 
South  Michigan  Avenue,  Chicago. 
361.     Red  Cross. 

(1.4)  American  Red  Cross,  Wash- 
ington, D.  C.  (Official  Organ:  The 
Red  Cross  Magazine,  monthly ;  Double- 
day,  Page  &  Co.,  Garden  City,  Long 
Island,  N.  Y.) 


400.     PHILOLOGY  (LAN- 

(15)  Students  of  French,  Spanish  or 
other    foreign   languages    would    find   it 
profitable    to    correspond,     if     possible, 
with  some  one  knowing  that  language  as 
his  mother  tongue.     This   may  not  be 
easy  to  arrange  in  the  present  interna- 
tional  situation.      (See   entries   Nos.    5, 
6,  7,  11,  16,  17,  in  this  series.) 

•     408.9     International  Language. 

(16)  The    British    Idistic    Society,   J. 
W.  Baxter,  Secretary,  47  Limes  Grove, 
Lewisham,   S.  K,  London,   England,   is 
making  good   progress  with   its   propa- 
ganda of  "IDO"  (pronounced:  ee-doh}, 
in  Great  Britain.     Lord  Northcliffe  has 
thrown  open  the  columns  of  his  news- 
paper, "The  Daily  Mail,"  for  that  pur- 

(17)  The      International      Language 
Society  of  America,  G.  W.   P.  Gibson, 
Secretary,     5610     Dorchester     Avenue, 
Chicago,   Illinois,   will  answer   inquiries 
regarding    the    practical    application    of 
"IDO"  in  the  world  of  commerce,  etc. 

540.     Chemistry. 

(18)  The     Chemists'     Club     library, 
New  York  City,  has  been  consolidated 
with  the  Library  of  the  Engineering  So- 
cieties, same  place,  for  which  see  entry 
No.  19  in  this  series. 

600.     TECHNOLOGY. 

(19)  Library  of  the  Engineering  So- 
cieties,  29    West   39th    St.,   New   York 
City    (with    which    the    library    of    the 
Chemists'   Club  has  been  consolidated) 
will,    for  reasonable   compensation,   un- 
dertake special  researches,  not  only  for 
members,  but  for  any  one,  by  securing 
information,  copies,  transcripts,  transla- 
tions, etc.     Address  W.  P.   Cutter,  Li- 
brarian and   Secretary. 

(20)  "Technical      Information      Bu- 
reaus," by  Miss  L.  B.  Kraiise,  librarian, 
H.    M.    Byllesby    &    Co.,    Chicago.      In 
"Engineering     Record"     (U.     S.),     for 
June  22,  1912,  page  690. 

(21)  "New      Technical      Books,"     a 

quarterly  bulletin  issued  by  the  New 
York  Public  library,  New  York  City, 
and  distributed  gratis. 

(22)  Society    of    Technical    Associa- 
tions' Secretaries;  Harry  D.  Voight,  95 
Liberty  Street,  New  York  City. 

(23)  The   Vocational   Education  As- 
sociation of  the   Middle  West.     Secre- 
tary:   Albert   G.    Bauersfeld,    instructor 
pattern  making  department,  Lane  Tech- 
nical   School,    Chicago;    address    Sedg- 
wick    and     Division     Streets,     Chicago. 
Issues    an    interesting    and    instructive 
"Year-book."      Membership   only    $1.00 
per  year. 

630.     Agriculture. 

(24)  The  U.  S.  Department  of  Agri- 
culture, Washington,  D.  C,  and  its  sev- 
eral  Bureaus,   will   supply,   on   request, 
much   information  concerning  any  spe- 
cific phases  of  agriculture,  horticulture, 
plant  diseases,  etc.    The  same  is  true  of 
many  of  the  State  Agricultural  Experi- 
ment Stations. 

655.     Book-dealers. 

(25)  "The     International     Directory 
of  Booksellers,"  edited  by  James  Clegg, 
Aldine  Press,  Rochdale,  England,  1914 
(644  pages  with  Index).     Copies  are  in 
principal   public  libraries   of   U.    S.      Is 
useful  also  as  an  indirect  means  of  find- 
ing  a   new   correspondent   in   a   foreign 
country,  through  whom  to  conduct  spe- 
cial studies  and  investigations. 

656.     Transportation:  Railroading. 

(26)  Bureau  of  Railway  Economics, 
429    Homer    Building,    Washington,    D. 
C.     R.  H.  Johnston,  Librarian. 

659.     Advertising. 

(27)  Advertising      Association      of 
Chicago,  Advertising  Building,  123  West 
Madison  Street,  Chicago. 

700.     FINE  ARTS. 

710.     Gardening  (landscape). 

Town  (city)  Planning. 

(28)  The  City  Club  of  Chicago  (315 
Plymouth    Place)    has    made    a   special 
study  of  town-planning. 

The  Elimination  of  Grade  Crossings 

By  T.  J.  Foley 

'  INHERE  is  no  difference  in  opinion 
about  the  desirabilty  of  eliminating 
grade  crossings.  The  railroads,  if  they 
could,  would  be  only  too  glad  to  eliminate 
all  of  them.  Overhead  bridges  and  un- 
derpasses remove  entirely  the  cause  of 
danger.  The  benefits  which  accrue  from 
the  elimination  of  grade  crossings  by 
the  construction  of  overhead  bridges  and 
underpasses  are  ordinarily  not  considered 
from  the  correct  standpoint.  A  fair  esti- 
mate would  be  that  the  public  receives 
75  per  cent  of  the  benefits  and  the  rail- 
road 25  per  cent.  The  benefits  received  by 
the  public  are  in  knowing  that  a  crossing 
which  must  be  used  frequently  is  safe. 
The  benefits  to  the  railroad  are  in  saving 
the  expense  of  defending  occasional 
claims  for  damages  on  account  of  acci- 
dents. The  elimination  of  grade  cross- 
ings is  very  expensive  and  the  railroads 
of  the  country  are  necessarily  compelled 
to  go  very  slow  in  making  this  much  de- 
sired improvement.  If  the  public  were 
more  liberal  in  helping  to  bear  the  bur- 
den, more  grade  crossings  would  be 
eliminated.  The  committee  on  grade 
crossings  of  the  National  Association  of 
Railway  Commissioners,  at  a  convention 
held  in  Washington,  D.  C,  in  1912,  recog- 
nized the  partnership  interest  existing 
between  the  public  and  the  railroads  in 
the  matter  of  eliminating  grade  crossings. 
The  committee  pointed  out  the  fact  that 
the  elimination  of  grade  crossings  does 
not  increase  the  revenue  of  the  railroads, 
and  that  as  a  purely  financial  matter, 
railroads  could  not  afford  to  eliminate 
grade  crossings  where  the  expenses  of 
doing  so  would  be  considerable.  I  quote 
as  follows  from  the  report  of  the  com- 

"The  elimination  of  a  grade  crossing 
costing  as  much  as  $50,000  involves  a 
perpetual  annual  interest  charge,  at  5  per 
cent  of  $2,500,  besides  annual  repair.  The 

manifest1  injustice  of  compelling  the  rail- 
ways to  bear  the  total  cost  of  elimination 
caused  the  legislature  of  Massachusetts 
to  pass  a  grade  crossing  law,  so-called,  in 
1890.  By  this  act  the  expense  of  elimina- 
tion was  divided  among  the  railway  com- 
panies, the  towns  and  cities  and  the  Com- 
monwealth. From  1890  to  1911  there 
was  expended  under  the  provision  of 
this  law  $34,372,048.03,  of  which  total 
61  per  cent  was  borne  by  the  railways, 
26  per  cent  by  the  Commonwealth  and  13 
per  cent  was  borne  by  the  cities  and 
towns.  In  Vermont,  which  divides  the 
expense  of  elimination  among  the  rail- 
ways, the  towns  and  cities  and  the  state, 
the  state  by  law,  bears  not  exceeding 
25  per  cent  of  the  cost  and  not  exceeding 
$25,000  annually." 

In  New  York  State  the  law  is  that 
wherever  a  change  is  made  in  an  exist- 
ing crossing,  50  per  cent  of  the  cost 
shall  be  borne  by  the  railroad,  25  per 
cent  by  the  municipality  benefited  by 
the  improvement  and  25  per  cent  by  the 
state.  In  Ohio  the  railroad  pays  65 
per  cent  and  the  municipality  or  county 
benefited  35  per  cent  of  the  entire 
cost.  In  Wisconsin  the  proportion  of  the 
cost  which  shall  be  borne  by  the  rail- 
road company  and  the  municipality  or 
county  is  left  to  the  railroad  commission 
for  determination.  In  South  Dakota, 
Tennessee,  Alabama,  Louisiana  and 
Kentucky,  there  is  no  statuory  provis- 
ion by  which  the  expense  of  eliminating 
grade  crossings  can  be  divided  between 
the  railroad  and  the  public.  In  Iowa 
the  State  Board  of  Railroad  Commis- 
sioners is  given  power  to  determine  how 
the  cost  shall  be  divided.  In  Mississippi 
the  entire  burden  of  eliminating  grade 
crossings  is  placed  upon  the  railroads. 
In  Illinois  the  Public  Utilities  Commis- 
sion is  given  the  power  to  proportion 
the  expense  of  eliminating  grade  cross- 



ings  between  railroad  companies,  street 
car  companies  and  the  state,  county  and 
municipality.  In  several  instances  where 
the  Illinois  Central  has  eliminated  grade 
crossings  in  Illinois,  agreements  were 
entered  into  by  which  the  railroad  paid 
half  and  the  qther  half  was  divided 
equally  between  the  county,  the  munici- 
pality and  the  state.  In  Indiana  the  Rail- 
road Commission  is  vested  with  power 

state  passed  a  bill  requiring  every  rail- 
road in  the  state  to  eliminate  each  year 
one  grade  crossing  for  every  thirty  miles 
of  track  owned  within  the  state,  the  en- 
tire burden  of  expense  to  be  borne  by 
the  railroads.  Mr.  Wilson  very  promptly 
vetoed  the  bill.  The  following  is  quoted 
from  his  veto  message  to  the  legislature : 
"I  know  the  seriousness  and  great 
consequence  of  the  question  affected  by 

to  require  separation  of  grades  at  all 
places  outside  of  cities  and  in  all  cities 
of  not  over  20,000  population,  and  when 
the  Railroad  Commission  orders  such 
improvements,  one-fourth  of  the  cost 
thereof  is  borne  by  the  county  benefited 
and  three-fourths  by  the  railroad. 

When  President  Wilson  was  governor 
of   New  Jersey,   the   legislature  of  that 

this  important  measure.  There  is  a  de- 
mand, well  grounded  and  imperative, 
throughout  the  state  that  some  practical 
legislation  should  be  adopted  whereby 
the  grade  crossings  of  railways  which 
everywhere  threaten  life  and  interfere 
with  the  convenience  of  both  city  and 
rural  communities,  should  as  rapidly  as 
possible  be  abolished.  But  there  is  cer- 



tainly  not  a  demand  in  New  Jersey  for 
legislation  which  is  unjust  and  im- 

"The  first  part  of  this  bill,  which  pro- 
vides for  the  handling  of  this  difficult 
question  of  the  elimination  o>f  grade 
crossings  by  the  Board  of  Public  Utility 
Commissioners,  is  excellent  both  in 
method  and  in  purpose  and  suggests  a 
way  by  which  the  whole  matter  can  be 
successfully  handled;  but  that  portion 
of  the  bill  which  arbitrarily  provides 
that  every  railroad  of  the  state  shall  every 
year  eliminate  at  least  one  grade  cross- 
ing on  its  line  for  every  thirty  miles  of 
its  whole  extent,  the  commission  to  de- 
termine which  crossings  shall  be  dealt 
with  first,  seeks  to  accomplish  an  im- 
possible thing.  It  is  not  possible  thus 
to  lay  down  a  hard  and  fast  rule,  and 
enforce  it  without  a  likelihood  of  bring- 
ing on  conditions  under  which  the  whole 
undertaking  would  break  down  the  re- 
sult in  utter  disappointment 

"What  is  needed  is  an  adequate  en- 
largement of  the  powers  of  the  Board 
of  Public  Utility  Commissioners.  That 
board  can  be  empowered,  and  should 
be  empowered,  to  push  the  elimination 
of  such  crossings  as  fast  as  it  is  possible 
to  push  it  without  bringing  hopeless  em- 
barrassment upon  the  railways.  The  law 
could  easily  establish  a  principle  by  which 
it  might  be  determined  when  it  was  equit- 
able that  the  several  communities  affected 
should  participate  in  the  expense  and  to 
what  extent,  if  any,  they  should  partici- 
pate. In  this  way  all  the  results  that 
could  possibly  be  attained  by  the  present 
bill  would  be  attained  without  the  risk 
and  perhaps  the  discouragement  and  dis- 
credit of  attempting  a  thing,  in  itself  in- 
equitable and  impracticable. 

"The  non-enactment  of  this  bill  into 
law  will,  of  course,  be  a  serious  disap- 

pointment to  the  people  of  the  state,  but 
it  will  only  concentrate  their  attention 
upon  the  just  and  equitable  way  of  ac- 
complishing the  end  in  view.  I  do  not 
believe  that  the  people  of  the  state  are  in 
such  haste  as  to  be  willing  to  work  a 
gross  injustice,  either  to  the  railroads 
or  to  private  owners  of  the  property  or 
to  the  several  communities  affected." 

It  ought  to  be'  the  settled  policy  of  all 
railroads  to  eliminate  a  certain  number 
of  busy  grade  crossings  each  year,  the 
number  to  be  eliminated  to  be  controlled, 
of  course,  by  the  financial  ability  of 
a  railrbad,  to  make  such  improve- 
ments. The  distribution  of  these 
improvements  should  be  in  equal  pro- 
portion over  an  entire  system  if  the  laws 
of  the  various  states  offered  equal  in- 
ducements. A  state  which  places  the 
entire  burden  of  eliminating  grade  cross- 
ings upon  the  railroads  should  not  ex- 
pect to  be  able  to  compete  in  securing 
these  permanent  improvements  with 
states  which  contribute  and  require  mu- 
nicipalities and  counties  to  bear  a  sub- 
stantial part  of  the  cost.  Railway  officers 
and  employes  located  in  states  lagging 
behind  in  the  matter  of  providing  favor- 
able laws  calculated  to  aid  in  the  elimi- 
nation of  grade  crossings  should  draw 
the  matter  to  the  attention  of  influential 
citizens  and  to  members  of  their  legis- 
latures. Undoubtedly,  the  equity  of  this 
matter  is  with  the  New  York  plan,  which 
requires  the  railroad  to  contribute  50  per 
cent  of  the  cost,  the  municipality  25  per 
cent  and  the  state  25  per  cent.  If  such 
a  law  were  upon  the  statute  books  of  the 
states  in  which  the  Illinois  Central  lines 
are  located,  it  would  no  doubt  result  in 
unusual  efforts  being  made  by  the  com- 
pany to  provide  more  of  these  permanent 
improvements  than  it  is  possible  to  pro- 
vide under  present  conditions. 

Postponement  of  the  Meeting  of  the  American  Asso- 
ciation of  Railroad  Superintendents 

Because  of  the  war  the  meeting  of  the 
American  Association  of  Railroad  Su- 
perintendents, which  was  to  have  been 

held  at  Minneapolis,  Minn.,  August  8th, 
9th,  and  10th,  1917,  has  been  indefinite- 
ly postponed. 



Office  of  the  Auditor  of  Disbursements 

The  office  of  the  Auditor  of  Dis- 
bursements audits  and  accounts  for 
all  expenditures  of  the  Company.  The 
expenses  are  classified  in  accordance 
with  the  several  classifications  as  pre- 
scribed by  the  Interstate  Commerce 
Commission  and  the  sub-division  of 
same  as  required  by  the  Company. 


The  office  force  is  comprised  of  the 
following  mutually  dependent  bureaus, 
the  duties  of  which  are  briefly  out- 
lined : 

Immediate  Bureau 

Supervisory  and  General. 

Miscellaneous  Bureau 

This  bureau  handles  the  accounting 
of  expenditures  in  connection  with 
Investment  in  Road  and  Equipment, 
Material  and  Supplies,  Open  Account, 
Hospital  Department,  and  auxiliary 
records  in  connection  therewith. 

The  records  of  expenditures  charge- 
able to  Investment  in  Road  and 
Equipment  are  kept  separately  by 
Work  Authority  numbers  and  by 
primary  accounts  for  each  authority. 
There  are  approximately  three  thou- 
sand open  Work  Authorities  to  which 
charges  are  made  currently. 

An  auxiliary  record  of  expenditures 
in  connection  with  Preliminary  Sur- 
veys is  kept  for  the  purpose  of  hold- 
ing in  suspense  charges  connective 
with  certain  work  until  a  definite  de- 
cision is  reached  as  to  whether  the 
project  will  be  undertaken  or  aban- 
doned, at  which  time  the  account,  Pre- 
liminary Surveys,  is  cleared.  Charges 
are  not  accepted  without  authority  of 
the  Engineering  Department. 

The  record  of  Material  and  Supplies 
is  kept  by  classes  of  material,  and  also 
by  Departments  in  whose  custody  the 
material  is  kept. 

An  auxiliary  record  is  kept  of  fire 
losses  allowed  and  unexpended,  con- 
sisting of  amounts  appropriated  from 
the  Insurance  Fund,  covering  losses  to 
property  by  fire.  Each  loss  is  covered 
by  a  separate  allowance,  which  is  set 
up  under  a  distinct  fire  loss  number, 
to  which  charges  are  accepted  up  to 
the  amount  allowed. 

Statistical  Bureau 

The  compilation  of  all  records  in 
connection  with  Operating  Expenses 
and  preparation  of  all  reports  in  con- 
nection therewith  are  under  the  direc- 
tion of  this  bureau.  The  records  of 
Operating  Expenses  are  compiled  by 
divisions  and  by  states  separately  for 
freight  and  passenger  service. 

This  bureau  is  required  to  state  the 
total  Operating  Expenses  on  the  10th 
day  of  each  month,  following  that  for 
which  the  expenses  are  stated. 

Voucher  Bureau 

The  work  of  checking,  examining 
and  recording  of  all  vouchers  is  per- 
formed by  this  bureau.  Index  ledgers 
are  kept  by  names  of  individuals  and 
firms,  from  which,  at  any  time,  the 
status  of  an  individual  account  may  be 
ascertained.  Separate  records  are 
kept  in  detail  of  vouchers  in  favor  of 
Foreign  Railroads.  Registers  of  vouch- 
ers, showing  distribution  by  accounts 
are  kept  in  numerical  order,  such  rec- 
ord showing  the  paid  and  open  items 

Payroll  Bureau 

The  auditing  of  payrolls,  writing 
pay  checks  and  preparing  reports  in 
connection  therewith  are  assigned  to 
this  bureau. 

A  record  is  kept  of  pay  checks  is- 
sued, showing  amount  drawn  on  each 
bank;  another  record  is  kept  of  paid 
and  open  items.  Approximately  one 
hundred  and  ten  thousand  pay  checks 



are  written  in  this  bureau  each  month. 
For  the  purpose  of  annual  reports  an 
accumulative  record  is  kept,  by  classes, 
of  the  number  of  employes,  days  or 
hours  worked,  and  total  compensation. 
This  record  is  kept  separately  by 
states.  Another  record  is  kept  of  all 
monthly  positions  with  amount  of  sal- 
ary authorized  for  each,  and  of  all 

by  car  number  of  each  car  of  coal  pur- 
chased and  unloaded,  or  approximately 
seven  thousand  cars  each  month. 
Car  Repair  Accounting  Bureau 
The  duties  of  this  bureau  consist  of 
checking  repair  records,  to  know  that 
the  charges  have  been  made  in  accord- 
ance  with   the    Master   Car    Builders' 
Rules,  preparing  bills  against  Foreign 

authorized  increases  in  same,  for  the 
purpose  of  preventing  any  additional 
monthly  positions  or  increases  in  same 
being  entered  on  the  payrolls  without 
the  proper  authority. 

Fuel  Accounting  Bureau 
This  bureau  handles  the  records  of 
and  prepares  vouchers  for  payment   of 
all   Company  coal.     A   record   is  kept 

Lines,  and  issuing  vouchers  in  favor 
of  Foreign  Lines  for  repairs  to  equip- 
ment. Approximately  two  hundred 
and  sixty-five  thousand  repair  cards 
are  priced,  checked,  etc.,  by  this 
bureau  each  month. 

Stenographic  Bureau 
Miscellaneous  stenographic  and  typ- 
ing work. 



Comptometer  Bureau 

Computes  and  verifies  payrolls, 
vouchers,  reports,  etc. 

Time  Inspection  Bureau 

This  bureau  consists  of  a  Chief  and 
Traveling  Time  Inspectors,  whose 
duties  are  to  make  surprise  checks  of 
Maintenance  of  Way  labor,  Station 
labor,  and  Shop  labor  forces,  to  know 
that  the  employes  checked  are  actually 
on  the  work ;  also  instructing  as  to 
how  the  records  should  be  posted. 
Traveling  Auditors: 

The  duties  of  Traveling  Auditors 
are  of  a  miscellaneous  nature,  such  as 
checking  facilities  used  jointly  by  this 
Company  and  Foreign  Lines,  to  deter- 
mine that  there  are  only  included  in 
the  Foreign  Line  bills,  items  of  ex- 
pense that  should  be  borne  jointly  by 
this  Company  and  the  Foreign  Lines; 
and  to  know  that  bills  rendered  by 
this  Company  against  Foreign  Lines 
contain  all  items  that  should  be  in- 
cluded in  the  joint  account ;  Checking 
Division,  Shop  and  Storehouse  Labor 
and  Material  records  to  know  that  the 
charges  have  been  properly  computed, 
and  charged  to  the  various  accounts 
as  prescribed  by  the  Interstate  Com- 
merce Commission,  and  any  other  mis- 

cellaneous duties  which  they  are  called 
upon  to  look  into  from  time  to  time. 
The  Traveling  Auditors  also  make 
periodical  visits  to  the  Division  offices, 
and  in  a  general  way,  go  over  the 
various  accounting  matters  with  the 
Accountants  with  a  view  of  assisting 
them  in  the  way  of  instructing  on 
matters  that  are  not  being  properly 
handled,  etc. 

The  successful  handling  of  disburse- 
ment accounts  by  this  office  and 
others,  depends  largely  upon  the  co- 
operation of  all  concerned,  such  co- 
operation being  of  mutual  advantage 
to  all  interested.  This  office  is  fully 
cognizant  of  the  volume  of  work  and 
difficulties  experienced  in  connection 
therewith,  which  the  Division  Ac- 
countants and  others  have  to  deal 
with,  and  it  is  the  knowledge  that  full 
co-operation  between  all  concerned 
will,  to  a  great  extent,  lessen  or  make 
more  .easy  the  work  of  all  interested, 
that  prompts  this  request. 

Subsequent  articles  will  define  work 
of  the  various  bureaus  in  particulars, 
especially  treating  upon  the  connec- 
tion between  reports  furnished  by 
Superintendents,  Master  Mechanics, 
and  others,  and  the  handling  of  same 
in  this  office. 

Rule  720 


The  Yazoo  &  Mississippi  Valley  Railroad 

Office  of  General  Manager 

Chicago,  June  18,  1917. 

Rule  720  of  General  Regulations  of  the  Rules  and  Regulations  of  the  Trans- 
portation Department  is  herewith  changed  to  read  as  follows : 

"Minors  under  19  years  of  age  will  not  be  employed  in  yard,  train  or  engine 
service.  When  minors  are  employed  it  must  be  with  the  written  consent  of 
parent  or  guardian,  on  prescribed  form,  which  must  be  filed  with  application  for 
employment."  T.  J.  Foley, 

General  Manager. 
Approved : 

W.  L.  Park, 

Vice  President. 


George  Creel,  Chairman 
The  Secretary  of  State 
The  Secretary  of  War 
The  Secretary  of  the  Navy 

Committee  on  Public  Information 

Washington,  D.  C. 

To  the  Employes  of  Illinois  Central  Railroad : 

In  order  that  the  public  may  be  thoroughly  informed 
upon  the  various  activities  of  the  Government  during  the 
present  crisis,  President  Wilson  has  established  a  Commit- 
tee on  Public  Information. 

This  Committee  is  composed  of  the  Secretary  of  War, 
the  Secretary  of  State,  and  the  Secretary  of  the  Navy,  and 
has  as  its  chairman,  Mr.  George  Creel.  Its  services  are  at 
the  call  of  any  who  may  desire  to  be  informed  upon  the 
affairs  of  the  Government,  as  they  relate  to  the  present 

It  is  peculiarly  essential  that  those  in  charge  of  railroad 
affairs  should  be  well  posted  upon  Government  problems, 
and  this  is  therefore  addressed  to  you  with  the  hope  that 
you  will  avail  yourself  whenever  you  desire  of  the  serv- 
ices of  this  Committee. 

All  inquiries  should  be  addressed  to  L.  M.  Harris,  8 
Jackson  Place,  Washington,'  D.  C. 

Memphis  Convention  of  the  Air  Brake  Association 

By  L.  P.  Streeter,  Air  Brake  Engineer,  I.  C.  R.  R.  Co. 

HPHE  Twenty-fourth  Annual  Conven- 
tion  of  the  Air  Brake  Association 
was  held  at  the  Hotel  Chisca,  Mem- 
phis, Tenn.,  May  1st  to  4th,  inclusive. 

The  convention  was  opened  by  pray- 
er offered  by  Right  Reverend  T.  F. 
Gailor,  Bishop  of  the  Protestant  Epis- 
copal Diocese  of  Tennessee. 

Hon.  Thomas  C.  Ashcroft,  Mayor  of 
Memphis,  welcomed  the  delegates  on 
behalf  of  the  city,  and  Mr.  W.  C.  John- 
son, President,  Chamber  of  Commerce, 
extended  greetings,  followed  by  an  in- 
spiring and  patriotic  address  by  Hon. 
Bolton  Smith,  of  the  League  to  En- 
force Peace. 

In  the  absence  of  Vice-President 
Park,  who  was  unavoidably  detained 
in  Chicago,  Terminal  Superintendent 
Walsh  greeted  the  convention  on  be- 
half of  the  Illinois  Central  and  other 
railroad  interests.  Delegates  repre- 
senting the  principal  railways  of  the 
country  were  present,  and  the  follow- 
ing papers  were  presented  and  dis- 

Slack     Action     in     Long     Passenger 
Trains,  Its  Relation  to  Triple  Valves 
of  Different  Types,   and  Conse- 
quent Results  in  the  Handling 

of    Passenger    Trains 
By  Mr.  J.  A.  Burke,  A.,  T.  &  S.  F.,  and 
Mr.  Wm.  Hotzfield,  of  the  Soo  Line. 
This  paper  can  be  considered  as  sup- 
plementary to  the  paper  following,  by 
the  committee  on  slack  action  on  long 
passenger  trains. 

What  Is  the  Safe  Line  of  an  Air  Brake 

Committee :  M.  E.  Hamilton,  St.  L. 
&  S.  F.,  chairman;  Jno.  W.  Walker, 
Pennsylvania;  M.  S.  Belk,  Southern, 
and  George  W.  Noland,  Pennsylvania 

This  subject  is  admittedly  one  of  the 

most  important  brought  before  the  as- 
sociation, both  from  the  point  of  safety 
and  expense  involved.  Primarily  the 
committee's  object  was  to  formulate  a 
definite  recommendation  for  the  M.  C. 
B.  Association,  which  will  follow 

Handling  Heavy  Tonnage   Trains  on 
Grades  with  Air  Brakes  Exclusively. 

Committee:  C.  H.  Rawlings,  D.  & 
R.  G.,  chairman ;  J.  E.  Fitzgerald,  Ten- 
nessee Central ;  L.  S.  Ayer,  Southern 
Pacific,  and  C.  T.  Goodwin,  B.  &  O. 

This  paper  touched  on  the  features 
involved  in  grade  operation,  principally 
2  per  cent  or  over,  use  of  retainers,  also 
the  necessity  of  hand  brakes  only  when 
trains  are  standing  on  grade. 
Suggested  Practice  of  the  Cleaning  and 

Lubricating    of    Brake     Cylinder 
Packing  Leathers 

By  Mr.  R.  C.  Burns,  Pennsylvania 

This  paper  brought  out  a  new  prac- 
tice of  handling  work  of  this  character, 
the  savings  due  to  the  reclaiming  of 
packing  leathers,  and  the  elimination 
of  kerosene  as  a  cleaning  medium. 
Recommended  Practice 

Committee:  S.  G.  Down,  W.  A.  B. 
Co.,  chairman;  H.  A.  Walhert,  W.  A. 
B.  Co.;  N.  A.  Campbell,  N.  Y.  A.  B. 
Co. ;  J.  R.  Alexander,  Pennsylvania ; 
H.  A.  Clark,  Soo  Line. 

The  work  of  this  committee  is  to 
standardize  and  revise  the  practices  in 
connection  with  modern  engine  and 
car  equipment. 

Slack  Action  in  Long  Passenger  Trains 
Committee  :  G.  H.  Wood,  A.,  T.  &  S. 
F.,  chairman ;  L.  S.  Ayer,  Southern 
Pacific;  M.  S.  Belk,  Southern;  J.  A. 
Burke,  A.,  T.  &  S.  F. ;  W.  J.  Hatch, 
Canadian  Pacific ;  M.  E.  Hamilton,  St. 
L.  &  S.  F. ;  C.  U.  Joy,  N.  Y.,  N.  H.  & 
H. ;  T.  F.  Lyons,  N.  Y.  C. ;  W.  F.  Peck, 




B.  &  O. ;  M.  Purcell,  Northern  Pacific ; 
William  Spence,  Grand  Trunk,  and  L. 
P.  Streeter,  I.  C.  R.  R. 

The  report  of  this  committee,  which 
is  carrying  on  a  country-wide  investi- 
gation of  this  important  subject,  with 
a  view  of  making  definite  recommenda- 
tions to  the  railways  through  the  M. 

C.  B.  Association,  to  reduce  rough  han- 
dling to  a  minimum,  rendered  a  pre- 
liminary  report  of   progress   to   date, 
which  leads  us  to  believe  that  the  pres- 
ent   situation    can    be    materially    im- 
proved when  all  of  the  evidence  is  in 
and  carefully  weighed. 

All  papers  were  fully  discussed,  and 
many  points  of  interest  brought  out 
that  will  be  of  value  in  bringing  about 
a  higher  efficiency  in  brake  operation 
and  maintenance. 

The  strictly  professional  papers  and 
reports  were  followed  by  illustrated 
lectures  and  moving  pictures  as  fol- 
lows : 

Illustrated  lecture  on  the  manufac- 
ture of  shrapnel  shell,  also  moving  pic- 
ture and  lecture  on  the  operation  of  the 
triple  valve,  supplemented  by  lantern 
slides  on  "Freak  Inventions,"  by  Mr. 
W.  V.  Turner,  Manager  of  Engineer- 
ing, W.  A.  B.  Co.  Mr.  Turner's  lec- 
tures are  always  of  keen  interest  and 
features  at  our  conventions,  and  as 
usual  he  did  not  disappoint  us. 

Mr.  W.  E.  Dean,  Jr.,  one  of  Mr. 
Turner's  assistants,  gave  an  interest- 
ing illustrated  lecture  on  the  func- 
tional inter-relation  between  the  com- 
ponent parts  of  the  air  brake  system, 
which  brought  out  clearly  many  funda- 
mental facts  relating  to  the  art. 

The  following  Railway  Associations 
were  represented : 

Master  Car  Builders'  Association, 
Mr.  F.  B.  Barclay,  Superintendent 
M.  P. ;  American  Railway  Master  Me- 
chanics' Association,  I.  C.  R.  R.,  Mem- 
phis ;  Traveling  Engineers'  Association, 
Mr.  J.  B.  Feeny  (President),  Traveling 
Engineer,  I.  C.  R.  R.,  Memphis;  Rail- 
way Signal  Association,  Mr.  W.  M. 
Vandersluis ;  Signal  Engineer,  I.  C. 
R.  R.,  Chicago ;  Railway  Storekeepers' 
Association,  Mr.  W.  D.  Stokes,  Assist- 

ant General  Storekeeper,  I.  C.  R.  R., 
Memphis;  International  Railway  Gen- 
eral Foremen's  Association,  Mr.  W.  F. 
Lauer,  General  Foreman,  Shops,  Mem- 
phis ;  American  Railway  Electrical  En- 
gineers' Association,  Mr.  L.  C.  Swaf- 
ford,  Division  Electrical  Foreman, 
Illinois  Central  R.  R.  Co.,  Memphis. 

The  general  and  well  arranged  ex- 
hibits by  the  railway  supply  men  of  the 
association  were  most  interesting  and 
complete.  Fifteen  manufacturers  of 
devices  and  products  allied  with  the 
art,  co-operated  to  make  this  feature  a 
success.  The  entertainment  was  ably 
conducted  by  the  chairman  in  charge, 
Mr.  B.  J.  Feeny. 

A  trip  by  special  train  was  tendered 
by  the  Illinois  Central  to  the  Cotton 
Compress  of  the  Memphis  Terminal 
Corporation,  who  threw  open  their 
plant  to  our  inspection,  and  personally 
conducted  the  delegates  through. 

A  river  trip  on  the  Steamer  Idlewild, 
also  an  automobile  trip  to  the  Memphis 
Country  Club,  where  luncheon  was 
served,  was  tendered  by  the  Chamber 
of  Commerce.  Two  informal  and  one 
convention  dance  were  given,  also  a 
reception,  at  which  Miss  Margaret 
Woodrow  Wilson,  daughter  of  the 
President,  was  the  guest  of  honor. 
The  association  also  provided  an  Old 
Southern  Negro  Entertainment  of  un- 
usual interest. 

Mr.  L.  W.  Sawyer,  N.  Y.  A.  B.  Co., 
Assistant  Chairman  of  the  General 
Committee  on  Arrangements,  ably  co- 
operated with  Mr.  Feeny,  and  all 
agreed  that  in  interest  manifested, 
work  accomplished,  and  entertainment, 
the  convention  was  the  best  in  the  his- 
tory of  the  association. 

The  officers  for  the  ensuing  year  were 
elected  in  the  following  order: 

President,  Mr.  C.  H.  Weaver,  N.  Y. 
C.,  Cleveland,  Ohio. 

First  Vice-President,  Mr.  C.  W.  Mar- 
tin, Pennsylvania,  Jersey  City,  N.  J. 

Second  Vice-President,  Mr.  F.  J. 
Berry,  N.  Y.,  O.  &  W-,  Childs,  Pa.  - 

Third  Vice-President,  Mr.  T.  F. 
Lyons,  N.  Y.  C.,  Cleveland,  Ohio. 


Secretary,  Mr.  F.  M.  Nellis,  W.  A.  B.  S.  B.  Chapman,  J.  Cronin,  H.  E. 

Co.,  New  York,  N.  Y.  Exby,  B.  J.  Feeny,  W.  T.  Getly,  F.  H. 

Treasurer,  Mr.  Otto  Best,  Nathan  Hinton,  T.  J.  Hunt,  W.  L.  Ickes,  J.  |. 

Mfg.  Co.,  New  York,  N.  Y.  Millett,  H.  V.  Neville,  P.  H.  Ryan,  C. 

Executive  Committee  E  Sieber>  j.  W.  Shepherd,  A.  G.  Tur- 

^L.  P.  Streeter,  I.  C.  R.  R.,  Chicago,  ]ey>  s  Tudey  and  w  G  Weldon 

Mark  Pursell,  N.  P.,  St.  Paul,  Minn.  Master  Mechanic  Watkins,  of  Mem- 
George  H.   Wood,  A.,   T.   &  S.   F.,  Phls'  was  present;  also  air  brake  men 

Topeka,  Kan.  from  Chicago,  Freeport,  Mattoon,  Cen- 

C.  M.'  Kidd,  N.  &  W.,  Roanoke,  Va.  tralia,  Memphis  and  McComb. 

R.  C.  Burns,  Pennsylvania,  Altoona,  Before  adjournment  the  convention, 

Pa.  representing  over  1,100  members,  sent 

Sixteen    traveling  engineers   of   the  a  telegram  to  President  Wilson  pledging 

I.  C.  R.  R.  and  the  Y.  &  M.  V.  R.  R.  its  support  as  a  whole  to  the  nation's 

registered  as  follows :  cause. 



Des  Moines,  Iowa,  March  15,  1917. 
Mr.  W.  C    Francis,  Supt., 
Dining  Car  Service. 

Illinois  Central  Railroad, 

Chicago,  Illinois. 
Dear  Mr.  Francis: 

I  take  just  a  moment  to  write  you  in  commendation  of  Conductor  T.  R.  Collins  of  your 
dining  service  between  Cherokee,  Iowa,  and  Sioux  Falls,  South  Dakota.  I  eat  very  fre- 
quently on  dining  cars  in  the  Iowa  service  but  I  have  never  had  finer  service  than  that 
which  Mr.  Collins  and  his  corps  of  assistants  gave  me.  The  food  was  appetizing  and 
served  in  the  most  acceptable  manner.  The  car  is  sanitary,  all  of  which  is  certainly 
most  commendable.  I  believe  in  giving  the  flowers  to  the  living. 

Yours   very   truly, 

Aretas  E.  Kepford, 

State    Lecturer 


Chicago,  Illinois,  May  23,  1917. 
Mr.  F.  T.  Wilbur, 

Chief  Telephone  &  Telegraph  Service, 
Illinois  Central  Railroad  Co., 

I.  C.  Terminal,  Chicago. 

My  dear  Sir : — Please  accept  my  thanks  for  your  courtesies  to  The  As- 
sociated Press  on  May  26th,  in  giving  us  information  about  the  tornado  at  Mat- 
toon,  Illinois.  We  gave  the  Illinois  Central  credit  for  getting  out  the  first  dis- 

Yours  sincerely, 




General  Safety  Meeting  Held  in  the  Office  of  Superintendent,  at  Water 

Valley,  Miss.,  Monday,  April  16th,  1917. 

A.  D.  CAULFIELD,  Superintendent,  Chairman. 
N.  W.  SPANGLER,  Train  Master. 
W.  H.  PETTY,  Train  Master. 
L.  S.  HOUSTON,  Chief  Train  Dispatcher. 
S.  R.  MAULDIN,  Master  Mechanic. 
C.  E.  SEIBER,  Traveling  Engineer. 
J.  J.  DESMOND,  Road  Master. 

G.  M.  HUBBARD,  Supervisor,  Bridges  and  Buildings. 
G.  R.  WILKINSON,  'Supervisor,  Grenada  District. 
J.  F.  WATTS,  Supervisor,  Jackson  District. 
G.  H.  PEACOCK,  Supervisor,  Water  Valley  District. 
W.  E.  McCUNE,  Supervisor,  Aberdeen  District. 
J.  T.  WESTBROOK,  Assistant  Engineer. 
R.  L.  BELL,  Carpenter  Foreman. 
J.  E.  LUFKIN,  Signal  Foreman. 
"J.  C.  TURNAGE,  Bridge  Foreman. 
J.  H.  BLACKBURN,  Section  Foreman. 
W.  L.  ALBRITTON,  Section  Foreman. 
I.  L.  CHAPMAN,  General  Foreman,  Durant. 
*  R.  R.  ROYAL,  General  Foreman,  Water  Valley. 
W.  E.  Hoyt,  Storekeeper,  Water  Valley. 
C.  M.  McELROY,  Special  Agent. 
W.  F.  ADAMS,  Yard  Master,  Water  Valley. 
B.  A.  Talbert,  Agent,  Winona. 
E.  M.  SHERWOOD,  Agent,  Grenada. 
M.  L.  HAYS,  Agent,  Water  Valley. 
E.  I.  NEWTON,  Conductor,  Jackson  District. 
W.  E.  WOODSON,  Conductor,  Jackson  District. 
M.  L.  BATES,  Conductor,  Jackson  District. 
W.J.  ROYAL,  Conductor,  Water  Valley  District. 
E.  W.  WHITLOCK,  Conductor,  Jackson  District. 
J.  W.  TARVER,  Chief  Clerk  to  Superintendent. 

C  TATEMENTS  read  of  fatal  and  serious  personal  injuries  occurring  on  the 

different  Divisions  in  March. 

It  is  observed  that  the  troops  now  guarding  some  of  our  bridges  are  not 
as  careful  as  they  should  be.  We  will  call  on  these  Guards  and  request  them 
to  not  sit  on  track,  also  not  walk  over  the  bridges  which  they  are  guarding, 
and  call  their  attention  to  the  fact  that  men  guarding  structures  have  been 




killed  in  other  part  of  the  country,  account  of  not  exercising  reasonable  pre- 
caution in  keeping  off  track  and  bridges. 

Supervisors  and  Road  Master  requested  to  continue  campaign  with  Sec- 
tion Foremen  to  the  proper  placing  of  their  men,  tools,  etc.,  on  motor  and 
hand  cars,  and  not  running  same  at  an  excessive  speed. 

It  is  observed  that  there  are  a  good  many  trespassers  on  trains  at  this 
time.  Good  many  of  the  negro  laborers  that  have  been  carried  north  by  La- 
bor Agents  are  beating  their  way  back  south  on  trains. 

Attention  called  to  recent  injury  to  Conductor,  caused  by  curtain  over 
cab  window  of  engine  striking  seed  house  on  siding.  Seed  house  at  this  and 
a  number  of  other  points  too  close  to  siding  since  size  of  locomotives  has  in- 
creased. Making  campaign  to  have  all  of  these  houses  moved  back  standard 

First  three  months  of  1917,  76  cases  of  personal  injury  on  Mississippi 
Division,  as  compared  with  113  same  period  last  year.  We  feel  that  campaign 
we  have  been  making  on  personal  injuries  has  been  effective  and  all  concerned 
requested  to  bring  about  a  further  reduction. 


In  these  thrilling  times  of  high  prices 
and  food  shortage,  it  is  not  amiss 
to  suggest  Common  Sense  as  a  leading 
factor  to  reduce  wastage  to  a  minimum. 
Care  in  seeing  that  matches,  lighted  or 
unlighted,  are  not  dropped  or  thrown 
down,  will  avoid  many  fires  as  well  of 
property  in  buildings  as  in  meadows  or 
grain  fields. 

Meadows  and  small  grain  growing 
near  public  highways  or  railroads  is, 
especially  of  a  dry  season,  a  source  of 
much  waste.  A  few  rows  of  corn  be- 
tween hay  or  small  grain  surface  will 
avoid  thousands  of  dollars  of  loss  from 
human  and  animal  food  sources. 

A  strict  compliance  with  the  stock 
laws  of  the  several  states  will  largely 
reduce  the  destruction  of  horses,  cattle 
and  hogs  by  railroads,  automobiles,  and 
wire  fences.  It  is  much  safer  to  cut 
growing  grass  along  the  highways  and 
in  the  streets  and  alleys,  and  carry  it 
to  the  barn,  or  to  a  safely  enclosed  feed 
lot,  than  to  turn  or  even  picket  animals 
on  or  near  the  danger  locations.  The 
money  damages  recovered  for  destroyed 
small  grain,  grass,  or  animals,  does  not 
replace  horse  for  service,  or  the  bovine 
or  swine  for  food. 

These  suggestions  are  pertinent  to  all 
times — but  in  this  period  of  war  stress, 
they  are  of  prime  importance.  Due  heed 
to  them  is  not  only  prudence,  but,  still 
greater,  it  is  patriotism. 

Apply  good  old-fashioned  Common 
Sense,  and  avoid  waste  or  reduce  it  to 
the  unavoidable  minimum,  and  not  only 
thousands  of  but  millions  of  money,  but, 
more  important,  incalculable  SUB- 
STANCE necessary  to  the  sustenance 
of  both  human  and  animal  kind,  will 
be  conserved. — EnPassant.  Toledo,  111., 
May  12,  1917. 

Division  Passenger  A?ent  R.  J.  Carmichael  of 
Chicago,  111.,  in  the  foreground;  District  Pas- 
senger Agent  G.  G.  Truesdale  of  Pittsburg,  Pa., 
in  the  rear,  at  the  Passenger  Agents'  Meeting, 
Vicksburg,  Miss.  We  hope  the  difference  in  size 
is  not  indicative  of  their  ability  to  secure  bus- 

How  to 

It  is  not  trie  Science  or  curing  Disease  so  much  as  trie  prevention  01  it 

tfiat  produces  tne  greatest  ^pod  to  Humanrty.  One  of  me  most  important 

duties  of  a  Health  Department  should  be  tne  educational  service 

A     A     A     A  teaching  people  how  to  live   A      A     A     A 

Hot  Weather  Suggestions 


HE  great  American  humorist,  Mark 
Twain,  once  said,  "In  July  and 
August  wash  feet."  This  is  excellent 
advice  inasmuch  as  the  proper  care  of 
the  feet,  and  especially  the  application 
of  cold  water  to  them,  has  a  tonic  ef- 
fect. There  are  also  many  other  im- 
portant injunctions  that  can  later  be 
given  to  make  life  more  pleasant  for 
the  busy  worker,  especially  during  the 
hot  months.  The  heated  period  of 
summer  is  the  most  trying  one  of  the 
year,  especially  for  those  employed, 
who  must  remain  at  their  duties  day 
after  day  in  spite  of  the  long  hot  days. 
In  order  that  these  trying  and  unpleas- 
ant months  may  not  be  the  means  of 
disabling  our  employes  the  following 
suggestions  are  offered: 

What  To  Avoid 

Avoid  alcohol  in  all  its  forms,  i.  e., 
wine,  beer,  whiskey  and  brandy.  These 
should  be  especially  avoided  during 
the  hot  weather. 

Avoid  meat.  All  kinds  of  meat 
should  be  taken  sparingly  or  not  at  all 
during  the  heated  period,  and  meat  or 
fish  should  not  be  taken  more  than 
once  a  day  in  the  hot  summer  months. 
Those  who  do  not  eat  any  meat  will 
be  better  off. 

Avoid  tea,  coffee,  sugars  and  all 

Avoid  overeating.  It  is  unwise  to 
overeat  at  any  time,  but  particularly 
unwise  to  overeat  during  hot  weather. 
Keep  the  digestive  organs  in  the  best 
possible  condition.  All  the  meals 
should  be  light,  and  especially  for  of- 

fice workers.  Light  and  frequent 
meals,  with  plenty  of  water  between, 
are  in  the  right  line  for  all  hot  weather. 

Avoid  drinking  too  much  ice  water. 
This  is  particularly  applicable  if  one  is 
employed  in  a  hot  power  house  and 
engine  house,  or  exposed  to  the  hot 
rays  of  the  sun. 

Avoid  the  hot  rays  of  the  sun.  If 
necessary  to  work  in  the  hot  sun  some 
protection  should  be  used  over  the 
head  in  the  way  of  a  sun  helmet  or 
vegetable  leaves  in  the  hat.  These 
prevent  the  sun's  rays  from  striking 
directly  on  the  head.  If  possible  ar- 
range to  do  more  work  in  the  cooler 
part  of  the  day. 

Avoid  taking  extremely  cold  baths 
when  the  skin  is  covered  with  perspi- 

Temperature  of  the  Water 

If  no  warm  water  is  available  it  is 
much  better  to  first  cool  the  body 
somewhat  by  applying  cold  water  on 
the  wrists  and  forearm.  Also  bathe  the 
face  and  neck.  Never  plunge  into  a 
cold  bath  or  cold  water,  as  in  swim- 
ming, without  first  cooling  the  body 

Avoid  as  far  as  possible  active  exer- 
cise while  in  the  hot  rays  of  the  sun, 
especially  during  the  hottest  part  of 
the  day — at  noon.  Take  active  exer- 
cise, but  avoid  tljis  hottest  part  of  the 
day.  If  working  in  the  hot  sun  it  is 
wise  to  step  in  the  shade  for  a  few 
moments  from  time  to  time. 

Avoid  constipation.  When  the  flu- 
ids of  the  body  are  drained  off  by  pro- 



fuse  perspiration,  the  contents  of  the 
lower  bowel  become  less  fluid  and  con- 
stipation develops.  Avoid  this  by 
drinking  quantities  of  water  and  fruit 
juices  to  overcome  this  condition. 
What  To  Eat 

First :  Eat  vegetables.  Vegetables 
should  be  the  principal  part  of  the  diet 
during  the  heated  period  of  the  sum- 
mer. The  green  vegetables  especially 
are  beneficial  during  this  period. 

Second :  Fruit  juices  and  fruit  sal- 
ads are  palatable  as  well  as  cooling. 
Lemonade,  orange  juice,  grape  fruit 
and  all  kinds  of  citrous  fruits  are  to  be 
taken  freely.  These  should  not  be 
taken  ice  cold,  however. 

Third :  Eat  coarse  food,  whole 
wheat  bread,  bran  muffins  and  cereals. 

Fourth :  Fish.  All  kinds  of  fish  are 
excellent  food  in  hot  weather.  The 
prophets  of  old  urged  upon  their  peo- 
ple :  "These  ye  shall  eat  that  are  in  the 
water;  all  that  have  fins  and  scales 
shall  ye  eat."  (See  Deut.  16:9-10.) 

Beef  and  chicken  soups  with  crack- 
ers or  bread  are  important  articles  of 

Drink  plenty  of  water.  A  hot  dry 
mouth  is  indicative  of  a  lack  of  fluids 

in  the  body.  Oatmeal  or  barley  water 
are  good  drinks  and  are  commonly 
used  in  the  heated  terms  of  the  sum- 

Never  drink  milk  after  eating  fish 
or  fruit  salads.  You  would  not  think 
of  pouring  milk  over  the  fish  or  salad ; 
therefore,  avoid  mixing  them  in  your 
stomach.  Inharmonious  combinations 
like  this  are  accountable  for  many  of 
the  stomach  disorders.  If  you  wish 
milk  or  buttermilk  take  these  at  a  dif- 
ferent meal  from  your  fish  and  salads. 
What  To  Do  in  Hot  Weather 

Slow  up  your  pace  in  the  hot  weath- 
er. Take  things  easier.  Bathe  often. 
Exercise  freely,  but  early  in  the  morn- 
ing. Sleep  nine  hours  a  day.  It  is 
lieneficial  to  get  a  little  rest  in  the  aft- 
ernoon if  practicable.  Take  a  glass  of 
buttermilk  or  milk  on  retiring.  Avoid 
constipation.  Drink  plenty  of  water  to 
make  up  for  the  fluid  that  is  lost  in 
perspiration.  Oatmeal  or  barley  water 
is  an  excellent  drink.  Protect  the  head 
by  the  use  of  an  umbrella  or  wearing 
a  helmet,  such  as  is  worn  in  the  trop- 
ics. This  is  especially  of  advantage  to 
those  who  are  susceptible  to  the  hot 
rays  of  the  sun. 

Employes  Are  Reaping  the  Benefit  of  the  Hospita/ 

Department  and  Are  Very  Appreciative 

of  Attention  Received 

Water  Valley,  Miss.,  Sept.  25th,  191G. 
Dr.  G.  G.  Dowdall, 
Chief  Surgeon, 
Chicago,  111. 

Dear  Doctor: 

It  fell  to  my  lot  to  be  a  patient  in  the  Illinois  Central  Hospital,  Chicago,  for  two 
weeks,  in  July.  I. am  taking  this  opportunity  to  thank  you  and  your  entire  staff  for 
the  good  treatment  given  me  while  there.  You  have  furnished  us  with  an  institution 
that  is  equal  and  in  many  respects  far  superior  to  many  hospitals  in  the  country,  where 
every  employe  can  go  and  feel  that  he  will  receive  the  very  best  of  care.  It  is  a  place 
where  the  poorest  laborer  gets  the  same  attention  as  the  highest  official  or  any  one 
else,  and  I  can  certainly  consider  the  50c  assessment  levied  each  month  the  best  invest- 
ment any  employe  can  make. 

Wishing  the  hospital  much  success,  I  remain, 

Your  friend, 

(Signed)     Fred  Pearson, 

Mississippi  Divison. 

Monthly  Staff  Meeting  of    Signal    Maintainers  and 
Signal  Foremen  of  the  St.  Louis  Division 

On  June  1,  1917,  the  monthly  signal  department  of  the  St.  Louis  Division 
staff  meeting  was  held  by  making  an  inspection  over  Signal  Maintainer  H.  R. 
Wasmer's  section  by  the  following  officers  and  Signal  Department  employees: 

W.  Atwill,  Supt. ;  P.  E.  Thornley,  Maintainer. 

J.  H,  Butridge,  Chief  Signal  Inspector;  J.  E.  Coleman,  Maintainer. 

P.  W.  Martin,  Signal  Inspector;  J.  Rader,  Maintainer. 

P.  G.  Pendorf,  Supr.  Signals;  A.  Rader,  Maintainer. 

W.  Rieck,  Material-man;  C.  E.  Ferrell,  Maintainer. 

F.  W.  Partridge,  Signal  Foreman ;  H.  R.  Wasmer,  Maintainer. 

E.  E.  Goddard,  Signalman ;  W.  F.  Turk,  Maintainer. 

J.  Shadwick,  Signal  Foreman ;  J.  O.  Brady,  Maintainer. 

C.  Kruger,  Maintainer;  F.  Kennedy,  Maintainer. 

C.  Anderson,  Repairman;  S.  Speck,  Maintainer. 

J.  O.  Wells,  Maintainer;  P.  E.  Greene,  Maintainer. 

J.  Hultz,  Maintainer;  J.  E.  Bethel,  Maintainer. 

C.  F.  Weld  Supr.  Signal,  Springfield  Div. ;  Wm.  Krause,  Buda  Company. 

H.  R.  Wasmer's  section  was  selected  as  the  best  maintained  on  this  division. 

The  trip  was  made  by  using  a  No.  32  and  No.  19  Buda  motor  car  and  push 
car  coupled  to  No.  19  Buda  car,  and  stops  were  made  at  most  of  the  signal  loca- 
tions. The  idea  was  to  impress  on  each  maintainer  that  each  section  on  this 
division  is  expected  to  be  maintained  in  the  future  in  accordance  with  the 
standard  set  up  by  maintainer  H.  R.  Wasmer. 

Signal  Department 

Carbondale,  111.. 


lii         '||l 


United  Effort 

By  T.  L.  Dubbs 

HpHE  successful  operation  of  a  Rail- 
road  today  consists  of  not  only 
moving  the  traffic  promptly  and  in  ro- 
tation, with  due  regard  for  the  relative 
kind  of  commodity  to  be  transported 
and  at  a  rating  of  power  and  a  speed 
both  determined  by  tests  as  being  the 
best  adapted  for  the  production  of  the 
most  satisfactory  results ;  but  the  con- 
serving in  many  ways  of  net  earnings 
so  that  they  can  be  used  for  their  right- 
ful purposes  instead  of  their  being  dis- 
sipated unnecessarily. 

The  money  paid  for  Personal  Inju- 
ries, Lost  Freight,  Damaged  Freight, 
Live  Stock  killed  and  injured,  Fire 
Claims,  etc.,  amounts  to  14%  and 
avoidable  damage  to  track  and  equip- 
ment to  '10%,  making  a  total  of  24% 
of  the  net  earnings  of  the  railroads  in 
the  United  States,  the  aggregate  of  the 
money  so  paid  annually  is  one  hundred 
millions  of  dollars. 

We  should,  by  a  careful  study  of  dif- 
ferent features,  prevent  75%  of  these 
claims  and  damages,  which  would  re- 
sult in  an  annual  saving  of  seventy-five 
millions  of  dollars. 

We  have  all  been  kept  well  informed 
concerning  the  cost  to  our  railroad  of 
the  freight  lost  and  damaged ;  we  have 
been  thoroughly  drilled  in  the  ways 
necessary  to  prevent  such  loss  and 
damage ;  we  have  been  made  familiar 
with  the  results  of  failing  to  practice 
Safety  First  methods  insofar  as  the 
safety  of  ourselves  and  others  and 
property  are  concerned  and  that  splen- 
did results  can  be  obtained  by  a  cam- 
paign of  good  examples  and  hearty  co- 

We  know  that  live  stock  upon  the 
right  of  way  and  station  grounds  con- 
stitutes an  important  claim  factor,  as 
well  as  a  hazard  involving  the  safety 
of  persons  and  property. 

Owners  of  stock,  where  stock  laws 
exist,  should  be  required  to  keep  their 
stock  off  the  railroad  company's  prop- 
erty, otherwise  such  steps  should  be 
taken  by  the  proper  employes  to  have 
this  stock  taken  up  and  handled  in  ac- 
cordance with  the  law  by  the  desig- 
nated county  or  city  officer  as  the  law 
provides.  Where  no  stock  law  exists 
every  effort  should  be  made  to  have 
one  passed  at  the  first  session  of  the 
state  legislative  bodies,  and  a  vigorous 
campaign  conducted  with  the  owners 
of  stock  by  the  supervisors,  section 
foremen,  and  if  necessary,  other  di- 
vision employes  and  officers  interview- 
ing such  owners  personally,  and  also 
endeavor  to  secure  the  co-operation  of 
the  influential  ^people  along  the  line  of 
road  for  the  purpose  of  interesting 
them  upon  the  subject  with  a  view  of 
having  stock  controlled  and  laws 
passed  restricting  it  from  running  at 

In  connection  with  the  destruction 
and  injury  to  live  stock,  due  consider- 
ation should  be  given  to  the  waste  in- 
cident thereto,  as  no  one  realizes  any 
return  from  this  waste,  on  the  other 
hand  as  stated  above  it  constitutes  not 
only  a  hazard,  but  an  expense  also. 

Every  effort  should  be  made  to  re- 
move whatever  obstructs  the  view  at 
highway  crossings  at  grade.  If  this 
is  not  possible  an  effort  should  be  made 
to  change  the  location  of  the  crossing 




to  a  point  where  a  clear  view  can  be 
had  of  the  track  for  a  reasonable  dis- 
tance in  both  directions. 

Care  should  be  exercised  in  the  in- 
spection of  trains  at  all  points  where 
an  organization  is  maintained  for  that 
purpose,  and  an  inspection  should  be 
made  on  line  of  road  as  frequently  as 
circumstances  will  permit. 

Particular  attention  should  be  direct- 
ed to  the  condition  of  draft  rigging, 
brake  rigging  and  other  equipment 
which  is  liable  to  cause  derailments  or 
serious  damage  if  it  should  become  de- 
tached and  fall  upon  the  track. 

Every  effort  should  be  made  to  in- 
sure every  car  being  loaded  to  its  sten- 
ciled capacity,  and  if  possible  to  carry 
the  additional  10%,  and  under  all  cir- 
cumstances should  be  loaded  to  their 
cubical  capacity,  and  where  the  com- 
modity is  of  such  a  light  character  that 
it  is  impossible  to  get  a  reasonable 
amount  of  weight  into  the  ordinary  car, 
cars  of  greater  cubical  capacity  should 
be  selected. 

The  matter  of  loading  and  unloading 
cars  promptly  should  be  kept  constant- 
ly before  the  consignor  and  consignee. 
The  free  time  clause  should  not  be 
taken  into  consideration,  but  the  cars 
should  be  loaded  and  unloaded  upon 
the  first  day,  the  fact  that  this  can  be 
done  with  the  greater  percentage  of 
cars  used  has  been  demonstrated  to  the 
satisfaction  of  all  concerned  upon  the 
Pacific  coast. 

A  campaign  should  be  conducted 
against  the  plan  of  billing  cars  to  dif- 
ferent points  for  reconsignment,  using 
them  as  warehouses  until  a  satisfac- 
tory sale  of  the  commodity  which  they 
contain  can  be  consummated. 

Railroads  are  burdened  with  a  great 
deal  of  expense  and  loss  in  efficiency 
of  equipment  by  reason  of  having  to 
handle  shipments  consigned  to  ship- 
pers' order,  necessitating  cars  being 
delayed  waiting  for  bill  of  lading  to  be 
produced  and  then  forced  to  additional 
expense  switching  cars  to  delivering 
tracks.  This,  in  many  instances,  not 
only  delays  cars  directly  involved,  but 
interferes  with  the  proper  and  econom- 

ic handling  of  other  business  at  the 

A  special  campaign  should  be  con- 
ducted towards  having  all  cars  billed 
to  their  final  destination  direct.  Di- 
visions, districts  and  terminals  should 
keep  in  close  touch  with  each  other  so 
as  to  insure  the  distribution  of  power 
in  such  a  manner  that  the  loading  will 
be  moved  district  to  district  and  di- 
vision to  division  promptly;  this  at 
times  may  necessitate  the  running  of 
light  power. 

A  study  should  be  made  of  the  util- 
ization of  cars  for  loading  in  both  di- 
rections to  as  great  an  extent  as  pos- 
sible with  a  view  of  reducing  empty  car 

There  are  about  2,283,000  freight 
cars  in  the  United  States  today.  It  has 
been  demonstrated  by  increasing  the 
load  per  car  a  small  per  cent,  by  load- 
ing and  unloading  cars  promptly,  and 
by  moving  them  without  delay,  we  can 
increase  their  efficiency  33^%,  it  will 
therefore  be  observed  that  by  careful 
supervision  and  hearty  co-operation  we 
can  add  the  equivalent  to  the  car  effi- 
ciency of  equipment  of  761,000  freight 
cars,  or  in  other  words,  move  the  busi- 
ness we  heretofore  would  require  3,- 
044,000  freight  cars  with  the  2,283,000 
cars  we  now  have. 

In  view  of  the  fact  that  it  is  neces- 
sary for  us  to  conserve  not  only  the 
materials  and  the  labor  which  we  pos- 
sess in  order  to  divert  them  to  other 
and  more  necessary  purposes,  it  de- 
volves upon  us  to  take  advantage  of 
every  short  cut  within  our  power,  and 
in  order  to  do  this  all  concerned  must 
eliminate  the  personal  equation  in- 
volved and  view  it  from  a  standpoint 
of  patriotism. 

People  not  connected  with  the  rail- 
roads and  their  successful  operation 
should  realize  that  every  citizen  of  the 
country  is  in  a  large  measure  interested 
in  their  economic  operation,  as  the  cost 
of  transportation  is  based  on  this  fact, 
also  the  advantages  they  personally  de- 
rive from  having  these  facilities  for 
their  convenience. 


There    is     no    doubt,    that    if    these  American  citizen   will  call  forth   that 

matters  are  brought  to  the  attention  of  hearty   co-operative    effort    for   which 

those  responsible  or  concerned,  the  pa-  our  people  are  noted,  and  the  results 

triotic  spirit  which  is  the  dominating  obtained  will  be  gratifying  beyond  our 

factor  in  the    make-up    of   every   true  expectation. 

Illinois  Central  Railroad  Company 

The  Yazoo  &  Mississippi  Valley  Railroad  Company 

Chicago,  Memphis  &  Gulf  Railroad  Company 

Chicago,  June  15,  1917. 

So  far  as  is  consistent  with  their  duty  to  the  government,  the  public  and 
the  general  body  of  employes,  it  will  be  the  policy  of  the  above  named  railroad 
companies  to,  upon  their  return,  re-employ,  in  the  same  or  equally  as  good  posi- 
tions, those  leaving  their  employ  to  enter  Military  or  Naval  Service  during  the 
present  war,  provided  the  necessary  physical  examination  is  successfully  passed 
and  application  for  such  re-employment  made  within  sixty  days  after  an  honor- 
able discharge  from  war  service.  In  so  far  as  is  practicable,  their  seniority 
rights  shall  be  protected,  but  the  time  absent  will  be  deducted. 

Those  leaving  the  employ  of  these  companies  to  engage  in  Military  or  Naval 
Service  will,  upon  return  to  such  employ,  be  given  continuous  service  in  so  far 
as  pension  rights  are  concerned,  with  the  exception  that  the  time  absent  will 
be  deducted  from  their  service  records. 

No  salary  will  be  paid  to  any  employe  who  may  now  be  in  or  who  may 
hereafter  enter  Military  or  Naval  Service,  and  while  recognizing  the  patriotic 
duty  of  their  employes,  and  desiring  to  assist  them  in  every  consistent  manner, 
the  above  must  in  no  way  be  construed  as  binding  upon  these  companies  to  keep 
open  any  position  or  give  any  employment  at  the  termination  of  Military  or 
Naval  Service.  C.  H.  MARKHAM 


Appointments  and  Promotions 

Effective    July    1,    1917,    at    a    meeting    of  Mr.   John   J.    Pelley,    superintendent  of   the 

the  board   of  directors  held  in   New  York,  Memphis    Division,    is   extended   to   include 

June    27,    1917,    Mr.    W.    D.    Beymer    was  Memphis    Terminal,    vice    Capt.    John    M. 

elected   comptroller,  vice    Mr.   M.    P.    Blau-  Walsh,    terminal    superintendent,    who.  has 

velt,    resigned    to     iccept    service    with    an-  accepted     an     appointment    in    the    United 

other  company.  States  Army. 

Effective  June  1,  1917,  Mr.  Lewis  H.  Bond  Effective  June  16,  1917,  Mr.  Mark  Fenton 

is  appointed  assistant  engineer  maintenance  is  appointed  assistant  general  development 

of  way,  with  office  at  Chicago,  vice  Captain  agent,   headquarters   Memphis,   vice   Mr.    G. 

William   G.  Arn,  who  has  accepted  an  ap-  B.    Harper,   promoted. 

pointment  in  the  United  States  Army.  Effective  June  1,  1917,  Mr.  E.  H.  Doug- 
Effective  June  16,  1917,  Mr.  G.  B.  Har-  las  is  appointed  traveling  freight  and  pas- 
per  is  appointed  general  development  agent,  senger  agent,  207  Crocker  Building,  San 
headquarters  Chicago,  vice  Mr.  John  C.  Francisco,  Cal.,  vice  Mr.  W.  R.  Burns,  re- 
Clair,  resigned  after  many  years  of  efficient  signed. 

service  to  engage  in  other  business.  Effective  July  1,  1917,  Mr.  W.  Scott  Mat- 
Effective  June  20,  1917.  the  jurisdiction  of  thews,   is  appointed   dairy  extension  agent. 

The  Direction  of  [the  Land  Movement 

By  Mark  Fenton,  Assistant  General  Development  Agent 

CTUDENTS  of  economics  see  an  im- 
pending  peril  in  the  growing  practice 
of  farm  occupancy  by  tenants.  The  state- 
ment is  made  that  in  some  sections  of 
the  country,  the  rate  of  increase  of  tenant 
farmers  over  home  owners  is  two  to  one, 
and  in  the  middle  western  states,  includ- 
ing Ohio,  Illinois,  Iowa,  Nebraska  and 
Kansas,  tenants  on  farms  are  becoming 
more  numerous  than  owners.  In  1910 
throughout  the  United  States  thirty- 
seven  of  every  one  hundred  farms  were 
operated  by  tenants  as  compared  with 
twenty-eight  of  every  one  hundred  in 
1890,  an  increase  of  thirty-two  per  cent 
in  twenty  years.  Nevertheless,  there  are 
many  young  northern  farmers  who  would 
like  to  own  and  operate  their  farms, 
but  who  have  not  the  necessary  means 
to  pay  the  high  prices  for  lands  that  now 
exist  in  the  north,  so  the  pertinent  ques- 
tion for  consideration  is — what  can  be 
done  to  give  those  who  wish  to  follow 
the  business  of  farming  an  opportunity 
to  own  the  land  they  cultivate?  Un- 
doubtedly, this  is  the  ambition  enter- 
tained by  every  man  and  woman  now  en- 
gaged in  farming. 

Our  older  residents  recall  the  time 
when  farm  land  in  the  best  agricultural 
sections  in  the  Union  could  be  bought 
for  a  very  few  dollars  per  acre.  It  is 
easy  to  understand  how  these  pioneers 
in  the  business,  although  attended  by 
hardships,  could  acquire  ownership  of 
the  land  they  placed  under  cultivation 

and  due  to  its  productiveness  and  great 
enhancement  in  value,  now  find  them- 
selves in  fairly  good  circumstances,  and 
in  some  instances,  wealthy.  It  is  de- 
cidedly a  different  problem  our  present 
generation  of  younger  farmers  confront. 
It  is  true  that  the  farmer  of  today  is 
better  equipped  with  methods  of  opera- 
tion, but  it  is  only  the  favored  few  who 
are  in  a  position  to  pay  $100.00  to  $200.00 
per  acre  for  the  farm  they  would  like 
to  operate  and  own.  Our  foremost 
students  are  endeavoring  to  devise  means 
of  solving  the  problem,  and  with  some 
measure  of  success.  The  vast  army  of 
farmers  and  others  who  aspire  to  be- 
come such,  are  casting  about  for  a  ter- 
ritory where  their  generally  limited  capi- 
tal will  permit  purchase  of  the  farm  they 
desire  to  operate  and  where  the  soil, 
climatic  and  marketing  conditions  prom- 
ise a  fair  measure  of  success. 

The  free  lands  of  the  United  States 
and  Canada  are  mostly  gone.  Such 
tracts  as  are  left  are  valuable  more  on 
account  of  their  scenic  nature  than  other- 
wise. During  the  period  our  National 
Government  was  giving  land  away  in 
the  west  and  north-west,  the  trend  of 
the  land  movement  was  in  those  direc- 
tions. Little  was  known  of  the  wonder- 
ful opportunities  for  farming  and  stock 
raising  in  that  vast  section  south  of  the 
Ohio  river.  Today  we  find  conditions 
exactly  reversed.  The  direction  of  the 
land  movement  is  no  longer  to  the  north 




and  northwest,  but  to  the  south.  The 
best  farmers  in  this  country  have  started 
a  great  migration  which  will  make  use 
of  the  large  areas  of  splendid  agri- 
cultural land  in  the  lower  Missis- 
sippi Valley.  There  is  only  one  sec- 
tion of  the  United  States  where  large 
tracts  of  good  cheap  land  are  avail- 
able— and  that  is  in  the  South. 
The  state  of  Mississippi  alone  has  twenty 
million  acres  of  unimproved  land  that 
can  be  bought  for  from  five  dollars  per 
acre  up,  varying  with  location  and  im- 
provements. Going  farms,  with  all  of 
the  necessary  improvements,  including 
houses,  barns,  etc.,  can  be  bought  for 
twenty  dollars  per  acre  up,  varying  with 
quality  of  improvements  and  distance  to 
towns  and  the  railroad.  This  vast  area 
is  situated  between  the  30th  and  35th 
parallels  of  latitude,  the  latitude  of  the 
greatest  variety  of  products  and  fruit- 
fulness.  Mississippi  is  a  temperate  zone 
state,  bordering  on  the  semi-tropics. 
Most  of  the  state  is  from  three  hundred 
to  five  hundred  feet  above  the  sea  level. 
There  are  a  great  variety  of  soils,  adapted 
to  the  growing  of  a  large  number  of 
crops.  Here  we  find  the  desirable  com- 
bination insuring  the  success  of  the 
farmer  who  is  willing  to  apply  himself, 
viz. :  good  soil,  warmth  and  moisture. 
Good  soil  is  readily  fourfd  in  most  states, 
but  warmth  is  not  always  dependable 
and  in  the  northen  states,  the  growing 
season  is  confined  to  five  months  at  the 
best.  The  Mississippi  winter  is  the  seed- 
ing season,  and  something  can  be  grown 
every  month  in  the  year.  It  is  a  ter- 
ritory in  which  the  farmer  does  not  have 
to  spend  in  the  winter  what  he  has  saved 
in  the  summer.  Climate  has  a  cash  value. 
The  number  of  growing  days  to  a  very 
great  extent  determines  the  success  or 
failure  in  crop  production,  number  of 
crops  that  can  be  grown,  and  to  a  con- 
siderable extent,  the  actual  cash  returns. 
Mississippi  winters  are  short,  with  little 
or  no  snow, .  no  severely  cold  weather, 
early  springs  and  long  summers,  without 
extremes  of  heat.  There  are  no  heat 
prostrations  in  this  territory.  The  rain- 
fall is  from  45  to  60  inches,  generally 
well  distributed.  There  is  an  abundance 

of  good  drinking  water,  and  conditions 
generally  make  for  a  healthy  country. 
The  mortality  rate  of  the  state  is  about 
thirteen  per  thousand.  Looking  at  the 
long  growing  season  from  a  financial 
standpoint  it  will  be  readily  appreciated 
that  the  Mississippi  farm  with  two  hun- 
dred and  fifty  growing  days  per  year 
has  a  great  advantage  over  the  Canadian 
farm  with  less  than  one  hundred  grow- 
ing days.  Houses  and  barns  are  far  less 
expensive,  so  little  protection  from  the 
cold  being  needed.  The  same  applies 
to  the  fuel  and  clothing,  and  to  a  con- 
siderable extent,  to  heat  producing  feed 
for  stock. 

For  many  years,  cotton  has  been  Mis- 
sissippi's greatest  crop,  its  long  staple 
being  declared  the  best  grown,  selling 
at  an  advance  over  ordinary  market 
quotations.  Northern  farmers  have  no 
trouble  growing  cotton  in  Mississippi. 
Any  man  who  can  raise  wheat,  corn  or 
oats,  can  produce  cotton.  While  cotton 
will  doubtless  remain  one  of  the  leading 
crops,  the  unexcelled  opportunities  for 
diversified  farming,  including  stock  rais- 
ing and  dairying,  are  fast  being  realized. 
It  has  been  demonstrated  that  grasses 
and  legumes  can  be  grown  in  larger  ton- 
nage and  with  greater  certainty  in  Mis- 
sissippi than  in  any  other  state.  Pas- 
tureage  lasts  practically  the  entire  year. 
Hogs  can  be  produced  for  from  two  and 
one-half  to  four  cents  per  pound,  and 
beef  from  four  and  one-half  to  six  cents. 
Corn  is  being  grown  to  good  advantage. 
Little  has  been  heard  of  Mississippi  as 
a  corn  state,  due  to  the  fact  that  the 
acreage  in  this  grain  has  been  compara- 
tively small.  Climate  conditions  make  it 
a  corn  country.  Much  encouragement  has 
been  given  the  Boys'  Corn  Clubs  and 
these  boys,  as  well  as  their  elders,  are 
very  successful  where  proper  methods 
are  employed.  One  boy  made  a  record 
yield  of  two  hundred  and  twenty-seven 
bushels  on  one  acre.  A  farmer  in 
LeFlore  county  made  a  yield  of  one  hun- 
dred twenty-one  and  one-half  bushels 
per  acre  on  a  seventy-acre  field.  Heavy 
yields  of  oats  are  also  made,  the  highest 
of  which  we  have  record  being  one  hun- 
dred and  thirty-five  bushels.  While  little 



attention  has  been  given  to  the  raising 
of  Irish  potatoes,  as  a  matter  of  fact, 
Mississippi  outranks  the  northern  potato 
producing  states  in  yield  per  acre,  an 
average  of  ninety-one  bushels  per  acre 
having  been  secured  throughout  the 
state.  Had  sweet  potatoes  been  con- 
sidered in  the  computation,  this  average 
would  have  been  much  higher.  The 
state  will  grow  successfully  all  the  fruits 
and  vegetables  of  the  temperate  zone  and 
many  of  those  of  the  semi-tropics.  The 
climate  reduces  frost  damage  to  the  min- 
imum and  the  abundant  rainfall  makes 
irrigation  unnecessary.  The  state  has 
attained  a  country-wide  reputation  in 
her  truck  crops,  and  great  profits  are  be- 
ing made.  During  the  heavy  shipping 
season,  vegetables  are  taken  out  of  some 
sections  by  the  trainload  to  northern 
markets.  Rapid  progress  is  being  made 
in  dairying  and  the  day  is  not  far  dis- 
tant when  Mississippi  will  rank  as  one 
of  our  greatest  dairying  states.  It  has 

the  essentials — good  feed,  abundance  of 
water,  and  the  climate.  . 

The  state  has  an  efficient  system  of 
public  education,  which  efficiency  is  being 
constantly  increased.  There  are  good 
graded  high  schools  in  all  cities  and 
larger  towns,  also  in  most  of  the  smaller 
places.  The  University  of  Mississippi 
is  located  at  Oxford  and  the  Agricultural 
and  Mechanical  College,  at  Starkville. 
A  state  normal  is  also  maintained,  and  in 
addition  there  are  forty-five  county 
agricultural  high  schools  and  the  smaller 
public  schools  are  fast  being  consolidated 
into  community  high  schools. 

Attention  is  invited  to  the  Develop- 
ment Bureau  of  the  Illinois  Central  Rail- 
road Company,  which  will  gladly  aid  any- 
one seeking  a  desirable  location  for  farm- 
ing, by  placing  the  inquirer  in  communi- 
cation with  such  sources  of  information 
as  will  enable  him  to  make  good  farm 
selection  for  the  money  he  has  to  in- 

The  following  letter  is  self  explanatory 

SUBJECT :  Meritorious  action  on  the  part  of  Head  Brakeman  Roy  Reese, 
and  Fireman  Woodward,  engine  1592,  train  53,  May  4,  1917,  St.  Louis  Division. 

Chicago,  111.,  June  5,  1917. 
Mr.  A.  E.  Clift, 

General  Superintendent. 
Dear  Sir: — 

On  May  4,  1917,  as  train  53,  Conductor  Hays,  engine  1592,  stopped  at  St. 
Clair  Avenue  Crossing,  East  St.  Louis,  111.,  at  1 :00  P.  M.,  Fireman  Woodward 
and  Brakeman  Reese  saw  a  negro  approach  Ft.  D.  D.  M.  &  S.  car  5586  in  their 
train,  on  the  east  side,  and  break  seal,  enter  car,  and,  with  the  help  of  another 
negro,  pull  out  a  trunk,  and  start  away  with  it. 

Engineer  Eeck  held  train,  while  Fireman  Woodward  and  Brakeman  Reese 
pursued  the  negroes,  and  caused  them  to  drop  the  trunk,  but,  unfortunately,  not 
having  fire  arms,  were  unable  to  effect  capture  of  the  burglars. 

Fireman  Woodward  and  Brakeman  Reese  replaced  the  trunk  back  in  the 
car,  and,  when  same  was  checked  at  the  freight  house  at  East  St.  Louis,  May  5th, 
it  checked  O.  K. 

This  is  so  unusual  that  I  think  special  mention  should  be  made  of  same,  and 
some  letter  of  recommendation  should  be  sent  to  these  two  loyal  employes,  by 
you,  or  division  officials. 

I  have  personally  written  them,  thanking  them  for  the  service  performed, 
and  expressing  my  appreciation  of  same. 

Yours  truly, 

Tim  T.  Keliher, 
Chief  Special  Agent. 


from  me 


Jnterosting  -  ~/Vews  -  of-  1)omgs  •  of 
Claimants-  Jn  -  and-  Out  -  of*  Court 



May  13,  1917,  at  4 :45  P.  M.,  fast  pas- 
senger train  No.  202  on  the  Rock 
Island,  running  between  fifty  and  sixty 
miles  per  hour  on  double  track,  struck 
a  Studebaker  automobile  at  Midlo- 
thian, a  suburb  of  Chicago.  The  auto- 
mobile was  occupied  by  seven  people, 
six  of  whom  were  killed.  The  only 
survivor  was  the  owner  and  driver  of 
the  car,  Guy  A.  Ferree,  a  real  estate 
agent.  Those  who  were  killed  were 
Jacob  Livingston,  age  50,  and  his  wife, 
Mrs.  Mary  Livingston,  age  45 ;  Miss 
Esther  Nowitz,  age  19 ;  Miss  Josephine 
Tobin,  age  30;  Benjamin  Hochstaadt, 
age  37,  and  Benjamin  Lobel,  age  83. 
An  inquest  was  held  on  Tune  29th. 
The  Coroner  took  the  jury  to  the  cross- 
ing where  the  catastrophe  occurred  and 
viewed  the  surroundings.  The  Coro- 
ner's jury  returned  a  verdict  to  the  ef- 
fect that  the  owner  and  driver  of  the 
car,  G.  A.  Ferree,  was  guilty  of  crim- 
inal carelessness  amounting  to  man- 
slaughter and  bound  him  over  to  await 
the  action  of  the  Grand  Jury.  Ferree 

testified  at  the  inquest  that  the  auto- 
mobile was  running  at  the  rate  of  three 
or  four  miles  an  hour,  and  that  he  did 
not  know  what  struck  him  until  he 
woke  up  in  the  hospital  and  was  old 
that  his  automobile  was  struck  by  a 
train.  He  testified  that  he  did  not  see 
or  hear  the  train.  The  evidence 
showed  that  there  was  nothing  to  pre- 
vent him  from  seeing  or  hearing  the 
train  if  he  had  taken  any  precaution 
whatever  for  his  own  safety  and  the 
safety  of  those  who  had  entrusted  their 
lives  to  him. 


After  having  been  told  recently  of 
the  death  of  Fireman  Reyburn,  with 
whom  he  had  settled  on  account  of  a 
serious  injury,  Claim  Agent  C.  D. 
Cary,  of  the  Illinois  Division,  wrote 
these  few  lines : 

"I  had  not  heard  of  the  death  of 
Fireman  Reyburn.  I  shall  never  forget 
with  what  fortitude  he  bore  the  great 
affliction  that  struck  him  down  so  early 
in  life.  He  was  a  noble,  manly  fellow; 




his  condition  was  more  than  pitiable,  and 
at  all  times  he  was  honorable  and  con- 
sistent. It  is  fortunate  for  him  that  he 
now  is  relieved  of  his  suffering,  but  he 
was  prepared  for  it  and  often  told  me 
that  he  did  not  believe  that  he  would 
last  over  two  years.  I  am  sad  to  know 
that  poor  Reyburn  is  no  more," 


H.  C.  Douglas,  a  farmer  who  resides 
near  Cordova,  Ala.,  near  the  Frisco 
tracks,  was  the  owner  of  a  white  bull 
dog,  and  on  February  1,  1916,  the  dog 
strayed  upon  the  tracks,  and  was  run 
over  and  killed  by  an  unknown  train. 
The  Frisco  section  foreman  claimed  to 
have  passed  the  point  of  accident  be- 
fore north  bound  Illinois  Central  train 
passed  the  point  of  accident,  and  no  dog 
was  to  be  seen,  but  soon  after  this  train 
had  passed  the  dead  dog  was  found 
upon  the  tracks,  and  it  was  then  con- 
cluded that  the  dog  was  run  over  and 
killed  by  the  Illinois  Central  train.  After 
several  days  it  occured  to  the  owner  of 
the  dog  that  a  recovery  could  be  had 
from  the  Frisco  and  the  Illinois  Central 
railroads,  jointly,  and  a  suit  was  insti- 
tuted against  both  railroads  in  the  Justice 
of  Peace  Court.  A  verdict  was  re- 
covered for  $25.00  against  both  rail- 
roads, because  no  defense  was  offered, 
but  the  case  was  appealed  to  the  Circuit 
Court  of  Walker  County,  and  on  April 
2,  1917,  the  case  was  submitted  to  Judge 
Curtis  without  a  jury,  and  after  hear- 
ing testimony  introduced  by  plaintiff 
and  defendant,  the  court  readily  ren- 
dered a  verdict  in  favor  of  the  Illinois 
Central  as  well  as  the  Frisco  Railroad, 
for  the  reason  that  he  was  not  fully  con- 
vinced whether  the  dog  was  negligently 
killed  or  committed  suicide. 


On  the  night  of  February  19,  1916, 
several  section  men  took  a  motor  car  at 
Phillip,  Miss.,  without  first  securing  the 
proper  authority  and  made  a  pleasure 
trip  to  Effie  on  the  Charleston  branch. 
When  returning  about  midnight  the  car 
struck  a  cow  which  was  lying  in  the 

middle  of  the  track  at  the  end  of  a 
trestle.  One  of  the  men  on  the  car  was 
killed  and  several  others  were  seriously 
injured.  The  cow  was  also  killed. 

Notwithstanding  the  fact  that  the 
men  were  operating  the  car  without 
authority  and  were  not  on  duty  or  on 
company  business  and  the  further  fact 
that  the  cow  was  trespassing  on  the 
track,  the  owner  of  the  animal  placed  a 
claim  in  the  hands  of  an  attorney  and 
suit  was  brought.  The  trial  resulted  in  a 
verdict  for  the  railroad.  The  owner 
and  his  attorney,  as  is  frequently  the 
case,  could  not  be  convinced  that  an 
animal  could  be  killed  on  the  right*  of 
way  and  the  railroad  not  be  compelled 
to  pay  for  it,  so  they  took  an  appeal 
to  the  Mississippi  supreme  court,  which 
recently  affirmed  the  judgment  for  the 

After  the  expenditure  of  considerable 
time  and  money  this  claimant  now  knows 
that  recovery  can  not  always  be  had 
against  the  railroad  where  stock  is  killed 
on  the  right  of  way.  Had  the  owner 
taken  care  of  the  animal  and  not  per- 
mitted it  to  stray  at  large,  trespass 
on  the  property  of  others,  a  human  life 
would  have  been  saved  and  the  owner 
of  the  animal  would  still  have  his  cow 
and  the  money  expended  in  his  lawsuit. 

One  of  the  striking  things  about  this 
matter  is  that  it  never  occurred  to  the 
owner  of  this  cow  that  he  was  in  any 
way  responsible  for  this  unfortunate  oc- 
currence. Doubtless  he  did  not  realize 
at  the  time  and  perhaps  does  not  yet 
that  he  was  largely  responsible  for  the 
death  of  the.  man  who  was  killed  in  the 
collision  with  the  cow. 

In  the  early  days  when  railroads 
were  practically  unknown  and  there  was 
very  little  land  in  cultivation  and  the 
country  almost  wholly  undeveloped ;  in 
other  words,  when  the  country  was  in 
the  frontier  state,  it  was  customary  to 
permit  stock  to  roam  at  large,  but  this 
practice  has  long  since  been  abandoned 
except  in  Mississippi  and  parts  of 


ANTON  STATKEVICE  is  the  name 



of  a  saloonist  in  the  village  of  West  City, 
which  is  attached  to  the  west  side  of  the 
pretty  little  city  of  Benton,  Illinois.  Once 
upon  a  time,  in  a  court  of  justice,  Statke- 
vice  swore  that  his  real  name  was  one 
"Smith,"  but  in  the  trial  of  the  case  here 
briefly  reviewed  he  vigorously  denied 
that  Smith  was  ever  his  cognomen.  This 
is  sufficient  for  purposes  of  identification. 
At  any  rate,  he  was  at  the  Illinois  Central 
freight  station  the  afternoon  of  October 
10,  1916,  with  a  two  horse  outfit  to 
get  a  barrel  of  whiskey.  After  loading 
the  barrel  into  the  wagon  he  left  the  team 
unhitched  and  disappeared  in  the  freight 
house.  While  thus  gone  something  hap- 
pened to  cause  the  animals  to  start  away 
in  a  walk.  Realizing  that  no  one  was 
on  the  wagon  in  control  they  moved  fast- 
er and  faster,  and  eventually  were  in  full 
flight.  The  said  barrel  of  liquor  rolled 
out,  and  striking  the  pavement  with  some 
force,  was  lost.  The  Railroad  Company 
was  sued  for  the  value  of  the  whiskey. 
In  the  Justice  Court  the  plaintiff  testi- 
fied that  he  was  inside  of  the  freight 
house  and  did  not  see  what  occurred. 
From  a  judgment  against  the  company 
the  case  was  taken  to  the  circuit  court 
where  it  was  recently  tried.  There,  Stat- 
kevice  testified  that  while  he  was  in  the 
freight  house  all  right,  he,  nevertheless, 
had  a  clear  view  through  an  open  door, 
and  he  further  testified  that  the  sudden 
"popping  off"  of  steam  from  a  locomo- 
tive nearby,  frightened  the  animals,  and 
thus  caused  them  to  run  away.  It  was 
abundantly  shown  upon  the  part  of  the 
railroad  that  the  engine  was  some  dis- 
tance away  and  the  train  was  motion- 
less. There  was  an  absence  of  neglect, 
and  upon  this  showing  the  jury's  verdict 
was  in  favor  of  the  Railroad  Company. 


ADAM  RANKELL  against  the  I.  C. 
R.  R.  was  the  style  of  a  suit  recently  tried 
in  the  circuit  court  of  Franklin  county, 
Illinois  at  Benton.  The  facts  briefly 
stated,  were,  that  this  man  and  Police 
Chief  Wm.  H.  McEndree,  occupying  a 
Ford  machine,  moving  south  on  South 
Main  street  between  twelve  and  one 

o'clock,  midnight,  October  30,  1916, 
struck  switch  engine  824,  which  was 
backing  toward  the  east,  about  the  back 
driving  wheel  of  the  locomotive  proper. 
It  will  be  appreciated  that  the  locomo- 
tive occupied  the  street  and  that  the 
tank  had  passed  the  line  of  the  auto- 
mobile's direction  as  it  approached  the 
crossing.  The  automobile  was  slightly 
damaged  and  both  occupants  were  very 
slightly  injured.  Both  testified  that  they 
were  moving  from  eight  to  ten  miles  per 
hour;  that  when  about  25  feet  from  the 
track  they  realized  for  the  first  time  that 
the  locomotive  was  at  the  crossing;  that 
their  car  was  in  good  order ;  that  brakes 
were  promptly  applied,  and  notwithstand- 
ing these  facts  the  car  slid  perhaps  15  to 
20  feet,  striking  the  locomotive.  Ran- 
kell  was  heard  to  say  to  persons  coming 
up  to  the  scene,  "Hell,  we  tried  to  knock 
the  engine  off  the  tracks!"  Of  course 
he  denied  this  statement  in  his  dam- 
age suit  for  ONE  thousand  dollars ! 
Upon  the  part  of  the  defense  the  evi- 
dence was  that  the  auto  was  moving 
from  twice  to  three  times  as  fast  as  was 
claimed  by  the  plaintiff;  that  the  engine 
was  equipped  with  an  oil  headlight  and 
two  smaller  lights  at  the  advancing,  or 
tank  end ;  that  the  locomotive  was  mov- 
ing 5  or  6  miles  an  hour  and  that  the  bell 
was  ringing  continuously.  The  jury  con- 
cluded upon  these  facts  that  the  railroad 
was  not  guilty.  Mr.  McEndee's  suit  for 
$5,000  is  still  pending. 


Since  the  soldiers  have  been  guarding 
the  railway  bridges  during  the  last  few 
months,  four  have  been  killed  and  four 
have  been  seriously  injured  on  the  Illi- 
nois Central  System  on  account  of  fall- 
ing asleep  on  the  track.  Watching  bridges 
in  a  peaceful  country  is  a  very  tedious 
and  uninteresting  job.  In  addition  to 
that,  it  has  been  proved  from  a  scientific 
standpoint  that  the  hum  of  the  rails  is 
almost  as  deadly  as  chloroform  to  those 
who  sit  down  on  the  track  or  near  the 
track.  Dr.  B.  F.  Ward,  an  eminent 
physician  and  surgeon  of  Winona,  Miss., 
wrote  a  very  interesting  article  on  this 
subject,  which  apeared  in  the  Memphis 



Commercial  Appeal  of  June  15,  1917, 
and  which  we  here  reproduce  as  fol- 

"Within  the  last  few  months  there  have 
been  reports  in  the  papers  of  several 
young  soldiers  having  been  rather  mys- 
teriously killed  while  on  duty  guarding 
bridges.  These  boys  were,  doubtless,  all 
asleep  on  the  track,  a  situation  from 
which  no  one  ever  escapes  unless  there 
is  fortunately,  some  one  near  enough  to 
rescue  them. 

"Several  years  ago  I  read  a  paper  be- 
fore the  Mississippi  State  Medical  Asso- 
ciation in  which  I  stated  the  broad  prop- 
osition to  which  I  still  adhere,  that,  in 
all  the  history  of  railroads,  no  human 
being  asleep  on  a  railroad  track,  in  touch 
with  rail  or  crosstie,  was  ever  aroused 
by  an  approaching  train.  They  are  al- 
ways killed  if  they  are  alone. 

"The  purpose  of  the  paper  I  presented 
was  to  prove  that  anaesthesia,  as 
profound  as  that  of  chloroform  or 
ether,  could  be  produced  by  mechanical 
vibration  such  as  that  communicated  to 
the  rail  by  the  revolving  car  wheels. 

"I  had  been  studying  the  subject  for 
several  years  and  watching,  with  much 
interest,  the  reports  of  persons  found 
dead  on  the  track  and  involving  the 
question  ^whether  they  had  been  killed 
by  the  train  or  murdered  and  placed  on 
the  track  to  conceal  the  crime. 

"I  was  fully  satisfied  that  most  of 
these  were  cases  of  anaesthesia  by  me- 
chanical vibration,  but  had  refrained 
from  publishing  my  conclusions  until  I 
had  an  opportunity  of  verifying  them 
by  actual  demonstration. 

"The  first  positive  illustration  that 
came  under  my  observation  was  that  of 
a  strong,  healthy  negro  man  who  had 
been  at  work  all  day  in  a  wood  yard 
north  of  the  town  of  Winona,  and  who 
was  on  his  way  to  his  home  a  little 
south  of  town  about  9  o'clock  at  night. 
He  had  purchased  a  few  articles  in 
town,  and,  being  fatigued  and  suffering 
some  with  his  feet,  he  sat  down  on  the 
end  of  a  cross-tie,  intending  to  rest 
only  a  few  minutes.  He  awoke  next 
morning  about  daylight  and  found  him- 
self lying  on  the  ground  parallel  with 

the  track.  He  said  he  felt  a  little  chilly, 
as  it  was  early  in  May  and  the  morning 
was  quite  cool,  but  was  not  conscious 
of  any  other  unpleasant  sensation.  He 
wondered  what  he  was  doing  there,  and 
on  attempting  to  rise  discovered  that 
there  was  something  the  matter  with  his 
left  arm,  but  did  not  feel  the  slightest 
pain.  His  arm  was  lying  across  the 
rail  and  a  train  had  [passed  over  it, 
crushing  the  elbow  and  the  bone,  for 
two  or  three  inches  above  the  joint,  to 
a  pulp. 

"There  'was  no  train  in  hearing  and 
he  did  not  know  whether  more  than  one 
train  had  passed  over  his  arm  during 
the  night.  He  got  up  and  walked  to 
town,  holding  the  dead  arm  in  the  other 
hand,  showing  not  the  slightest  evidence 
of  shock.  He  sat  on  a  stool  and  con- 
versed freely  with  me  while  I  was  mak- 
ing preparations  to  amputate  his  arm.  I 
inquired  if  he  had  been  drinking,  and  he 
replied,  'Doctor,  I  am  one  negro  who 
never  drank  any  whisky  in  my  life,'  and 
his  fellow-laborers  verified  his  state- 
ment. I  asked  if  he  had  taken  any  med- 
icine, and  he  said  no,  that  he  had  no 
need  for  medicine,  as  he  was  in  perfect 

"He  had  been  soothed  to  sleep  and 
anaesthetized  by  the  vibratory  waves 
and,  in  falling,  was  fortunate  in  lying 
parallel  with  the  track,  only  his  arm 
being  across  the  rail. 

"Since  that  time  I  have  gathered,  from 
only  a  few  railroads,  more  than  50  such 
cases,  some  of  them  from  eye-witnesses, 
which  of  course  is  only  a  small  fraction 
of  the  number  of  similar  cases  through- 
out the  United  States. 

"My  purpose  in  presenting  the  paper 
to  the  State  Medical  Association  was  to 
establish  the  fact  that  major  operations 
could  be  performed  under  anaesthesia 
produced  by  mechanical  vibration,  with- 
out the  shock  and  depressing  effects  of 
chloroform  and  ether. 

"In  fact,  the  patient  would  wake  up 
as  normal  and  fresh  as  if  he  had  been 
in  a  natural  sleep. 

"Some  of  the  bad  results  of  serious  op- 
erations are  due  in  part  to  the  satura- 



tion  of  the  system,  for  so  long-  a  time, 
with  the  poison  of  anaesthetics. 

"The  association  received  my  conten- 
tion with  marked  incredulity,  because  it 
was  entirely  new  to  the  medical  and  sur- 
gical world,  and  doctors,  as  a  rule,  are 
disposed  to  be  skeptical  about  anything 
that  is  claimed  as  a  new  truth  unless 
they  find  it  printed  in  a  book.  They 
seem  to  think  that  putting  it  in  a  book 
invests  it  with  some  color  of  'authority.' 

"Only  one  member  of  the  association 
made  any  attempt  to  discuss  the  paper. 
My  good  friend,  Dr.  Crisler,  of  Mem- 
phis, took  issue  with  me  on  a  minor  and 
unimportant  suggestion,  but  did  not  at- 
tempt to  analyze  the  principle  of  anaes- 
thesia by  vibration.  I  want  to  say  this, 
however,  that  it  was  the  only  time  I 
ever  saw  him  confronted  with  any  ques- 
tion before  an  association  of  medical 
men  which  he  could  not  discuss  intelli- 
gently and  forcibly.  I  love  Crisler  be- 
cause his  cerebration  and  thought  range 
extend  beyond  the  mechanism  of  surgery 
and  the  established  routine  of  medicine. 
In  other  words,  he  thinks  instead  of 
seeking  to  accumulate  useful  information 
by  merely  committing  things  to  memory. 

"The  man  makes  a  mistake  who  im- 
agines he  is  educated  because  he  has 
stuffed  his  brain  cells  with  lumber  cut, 
dried  and  dressed  by  some  one  else. 

"It  is  claimed  that  there  are  several 
billion  of  these  minute  brain  cells  in 
every  square  inch  of  the  brain  surface, 
each  one  of  which  is  susceptible  of  reg- 
istering, retaining  and  exercising  a  single 
and  separate  thought. 

"If  this  is  true,  there  must  be  five  or 
six  times  as  many  thought  cells  in  a 
square  inch  of  brain  substance  as  there 
have  been  minutes  marked  on  the  dial 
plate  of  time  since  the  Star  of  Bethle- 
hem appeared  to  the  shepherds  of  Ju- 

"The  New  York  Medical  Journal 
wrote  a  long  editorial  review  of  my  ar- 
ticle and  was  inclined  to  agree  with  me, 
but  said  I  should  reduce  it  to  practice 
instead  of  theorizing  about  it. 

"I  wrote  the  Journal  that  I  had  pass- 
ed the  theory  station  and  had  estab- 
lished, by  actual  demonstration,  the 

principle  announced,  but  that  I  was 
only  a  country  doctor,  and  had  given 
this  fact  to  the  profession,  hoping  some 
one  in  a  great  medical  center  like  New 
York,  would  take  hold  of  it. 

"I  wrote  to  Mr.  Edison  to  know  if  he 
could  help  me  out  with  it.  He  expressed 
a  very  kindly  interest  in  the  matter  and 
said  if  it  could  be  made  practicable  it 
would  establish  a  new  era  in  surgery, 
but  said  it  was  out  of  his  line  and  would 
require  a  new  chain  of  experiments  and 
also  the  addition  of  a  surgeon  to  his 
staff,  and  demand  more  time  than  he 
could  possibly  give  to  it. 

"I  expressed  to  him,  as  well  as  I 
could,  what  I  regarded  as  the  basic  prin- 
ciple in  the  production  of  anaesthesia  by 
mechanical  vibration.  That  the  vibra- 
tory waves  should  be  uniform  and  rhyth- 
mic, of  the  greatest  possible  delicacy  to 
begin  with,  increasing,  with  unbroken 
rhythm,  in  intensity  till  profound  anaes- 
thesia was  produced.  For  instance,  if 
the  train  was  25  miles  away  and  main- 
tained the  same  speed  for  that  distance, 
the  vibratory  wave  would  increase  in 
force  and  intensity  with  every  revolu- 
tion of  the  wheels  as  the  train;  ap- 
proached a  given  point. 

"My  idea  was  that  a  circular  rail  could 
be  attached  to  the  under  surface  of  a 
steel  table,  with  a  wheel,  constructed 
after  the  pattern  of  a  car  wheel,  to  run 
on  this  rail,  propelled  by  electricity,  the 
intensity  of  the  wave  to  be  regulated  by 
increasing  rhythmically  the  velocity  of 
the  wheel. 

"I  simply  give  this  rude  sketch  to  con- 
vey the  idea  on  which  a  perfect  ma- 
chine might  be  constructed. 

"Of  course,  I  am  not  pretending  to 
discuss  the  merits  or  the  practicability  of 
anaesthesia  by  vibration  in  a  communi- 
cation like  this,  the  immediate  purpose 
of  which  is  to  prevent  people  being 
killed  by  sleeping  on  the  track. 

"Remember  that  the  first  effect  of  the 
vibration  is  to  induce  sleep,  especially  if 
it  is  night  or  the  surroundings  are  very 
still  and  the  person  is  alone.  Do  not  sit 
or  lie  on  the  track  if  you  are  alone  un- 
less you  want  to  commit  suicide." 


The  Commercial  Appeal  commented  "The  young    man    on    guard    duty, 

editorially   on    Dr.   Ward's   article,   as  lonesome,  tired  and  drowsy,  is  inclined 

follows :  to  sit  down  on  the  end  of  the  tie  and 

In  another  part    of    this    paper    we  drops  his  feet  into  the  ditch  below   Or 

gladly  print  an  article,  "Asleep  on  the  he  ™?  s*  on  the  raii  and  Wlth  his  £et 

Track,"  prepared  by  Dr.  B.  F.  Ward.  ms!de-     T.he  s.Plnt  <?f  sleep  seizes  him 

and  whether  it  is  the  result  of  vibra- 

"The  papers  almost  every  day  carry  tjon  or  just  general  drowsiness,  he  is 

stories  of  young  soldiers  on  railroad  sleepy,  and  trouble  follows, 

guard  duty  being  struck  by  trains,  run  "Let  the  young  man  on  guard  duty 

over  and  killed.     Apparently  many  of  wno  is  inclined  to  rest  lean  against  a 

these  are  asleep  on  the  track.  pOSt  Or  throw  his  arm  around  a  paling 

"Dr.  Ward  gives  a  scientific  reason  in  the  fence.     In  this  way  he  will  rest 

for  the  young  men  going  to  sleep.  The  and  will  not  fall  asleep.    But  if  he  sits 

doctor's  theory  is  novel  and  interesting,  down  and    drops    his    head    over    his 

and,  measured  by  the  accumulation  of  breast,  he  is  almost  sure  to  take  a  little 

incidents  discussed,  convincing.  journey  into  the  Land  of  Nod." 

Good  Showing  in  Fuel  Conservation 

Fulton,  Ky.,  June  9,  1917. 
Editor  Illinois  Central  Magazine : — 

The  employes  on  the  Tennessee  Division  are  deeply  interested  in  saving  in 
fuel  consumption.  Through  efforts  of  division  officers  a  pleasant  rivalry  has 
been  stimulated  between  firemen. 

Fireman  J.  W.  Anderton  kept  a  record  of  his  performance  and  below  is 
quoted  letter  he  addressed  to  Traveling  Engineer  T.  J.  Hunt,  on  May  4 : 

"I  have  made  a  test  on  fuel  economy.  The  co-operation  of  the  Engineer 
and  Fireman  amounts  to  quite  a  great  deal  in  fuel  economy.  I  fire  my  engine 
without  keeping  the  safety  valves  open  very  much.  My  experience  is  that  it  is 
best  to  keep  coal  cracked  to  the  proper  size  and  not  putting  too  much  on  the  scoop 
each  time,  so  it  can  be  handled  properly.  Keep  coal  damp  to  avoid  dust  and 
keep  the  deck  clean,  that  no  cqal  is  wasted.  The  number 'of  scoops  I  use  at  a  fire 
depends  entirely  upon  the  conditions ;  firing  to  the  sides  to  avoid  smoke.  Grates 
should  only  be  shaken  while  the  engine  is  drifting." 

The  report  of  fireman  Anderton's  performance  is  as  follows : 

Lbs.  per     Miles  per 

Engine  No.          Train  No.  Cars.  Lbs.  Coal.          eng.  mi.  ton. 

1149  10  11  6,720  57.5  34.8 

1149  9  11  7,882  67.3  29.7 

1061  6  8-4-6  9,128  65.2  30.7 

1061  23-203  7-4  7,336  63.2  31.6 

1061  24-204  4-6  5,852  50.5  39.6 

1061  5  9-6  7,569  65.8  30.7 

Engine  1149  is  superheater  and  engine  1061  a  saturated  engine.    Runs  were 

made  between  Cairo,  111.,  and  Jackson,  Tenn.,  a  distance  of  116  miles.    A  No.  3 

scoop,  estimated  to  carry  14  pounds  per  scoopful,  was  used  in  these  tests. 

The  showing  made  in  the  above  report  is  an  excellent  one  and  indicates 
conclusively  the  interest  Mr.  Anderton  is  displaying  in  fuel  economy. 

I  suggest  that  the  performance  be  published  in  the  magazine,  as  well  as 
Fireman  Anderton's  letter. 

J.  M.  Egan, 

Final  Maps  and  Profiles 

By  S.  M.  Sherman,  Jr.,  Chief|_Draftsman 

T  N  accordance  with  specifications  for 
maps  and  profiles  as  prescribed  by 
the  Interstate  Commerce  Commission 
for  all  of  the  railroads  throughout  the 
country,  the  Valuation  Department  of 
the  Illinois  Central  Railroad  Company 
has  organized  a  separate  drafting 
force,  now  engaged  in  preparing  new 
maps  and  profiles.  For  convenience 
the  entire  system  has  been  divided  into 
some  240  valuation  sections,  ranging 
in  length  from  a  fraction  of  a  mile  to 
129  miles. 

For  the  past  two  years  the  govern- 
ment has  had  several  field  parties  mak- 
ing a  chain  survey  and  inventory  of 
all  physical  property  belonging  to  the 
railroad,  the  various  parties  being  di- 
vided into  Roadway  &  Track,  Bridge 
&  Building,  Right  of  Way,  Telephone 
&  Telegraph,  and  Signals  &  Inter- 
lockers.  The  duties  of  the  various 
parties  are  to  make  complete  inventory 
of  all  items  coming  within  their  re- 
spective fields.  Each  one  is  accom- 
panied by  a  pilot,  acting  for  the  rail- 
road, whose  duty  it  is  to  accompany 
the  party  in  the  field  and  aid  the  gov- 
ernment in  searching  out  hidden  and 
obscure  quantities,  as  his  knowledge 
of  the  records  of  the  company  is  of  aid 
in  locating  such  things  as  drain  tile, 
trestles  that  have  been  filled  and  re- 
placed by  pipe  culverts,  ballast  cov- 
ered over  in  raising  fills,  wells  and 
sumps  that  have  been  abandoned,  etc., 
which  items,  in  a  great  many  instances, 
would  be  overlooked  by  the  field  party. 

The  government  parties  take  a  car- 
bon copy  of  their  field  notes  and  this 
copy  is  furnished  the  railroad,  the  orig- 
inal being  retained  by  the  government. 

As  the  field  parties  do  not  run  out  the 
alignment  of  either  main  or  side 
tracks,  but  simply  locate  the  point  of 
beginning  and  show  the  lengths,  it  is 
necessary  to  rely  on  existing  maps  to 
show  the  location  of  these  tracks.  It 
is  necessary  to  adjust  the  existing 
maps  to  the  chaining  of  the  govern- 
ment parties  as  taken  by  them  in  the 

The  maps  as  prescribed  consist  of : 

1.  Right  of  Way  &  Track  Maps. 

2.  Station  Maps. 

(a)  Maps  showing  all  lands  sep- 
arately    from     improvements, 
when  this  is  necessary  for  clear- 

(b)  Maps    showing    tracks    and 
structures     and     external     land 

3.  Profiles. 

•  All  maps  are  of  uniform  size,  24  in. 
x  56  in.,  and  profiles  12  in.  x  56  in. 

The  right  of  way  and  track  maps 
show  all  details  as  to  lands,  tracks, 
bridges,  buildings  and  other  physical 
property  of  the  railroad.  At  the  points 
where  the  scale  of  the  right  of  way 
and  track  map  is  not  sufficiently  large 
enough  to  show  all  details,  such  as  at 
the  larger  towns  and  terminals,  a  sta- 
tion map — tracks  and  structures,  is 
made.  In  case  the  land^  belonging  to 
the  company  are  so  extensive  and 
complicated  that  it  is  not  possible  to 
show  them  on  the  same  map  with 
tracks  and  structures,  it  is  necessary 
to  make  a  supplemental  station  map — 
lands,  which  shows  in  detail  dimen- 
sions on  all  separate  parcels  of  land 
conveyed  to  the  railroad.  The  profiles 
are  made  in  continuous  rolls  of  24 




miles  each,  showing  the  present  grade 
line  and  the  original  surface  of  the 
ground  along  the  center  line  of  the 

The  existing  maps  were  drawn  on 
various  scales,  some  on  1,000  ft.  to  the 
inch  and  others  500,  400,  300,  200  and 
100  ft.  to  the  inch.  All  new  right  of 
way  and  track  maps  are  being  drawn 
to  a  scale  of  either  400  ft.  to  the  inch 
or  300  ft.  to  the  inch,  and  it  is  neces- 
sary to  replat  a  great  deal  of  the  mile- 
age as  the  existing  maps  cannot  be 
traced.  The  alignment  on  some  of 
the  existing  maps  was  found  so  in- 
complete that  it  was  impossible  to  re- 
plat  them,  it  being  necessary  to  send  a 
party  into  the  field  to  run  out  the 
alignment.  The  new  maps  are  drawn, 
using  the  existing  adjusted  maps  as 
to  alignment,  lands,  section  lines  and 
drainage,  and  platting  thereon  the 
tracks,  buildings  and  all  physical 
property  belonging  to  the  railroad  as 
taken  from  the  notes  of  the  govern- 
ment field  parties. 

At  the  larger  towns  and  terminals 
where  a  station  map  is  required  in 
order-  to  show  all  details,  the  right  of 
way  and  track  mao  shows  onlv  the 
more  important  features,  such  as 
tracks,  depots  and  bridges,  the  small- 
er buildings  and  other  details  being 
omitted  to  be  shown  on  station  map 

In  compiling  the  station  maps  a  re- 
quest is  made  upon  each  division  for 
tracings  of  its  existing  station  maps. 
These  maps  are  adjusted  to  the  gov- 
ernment chaining  in  the  same  manner 
as  the  right  of  way  and  track  maps. 
The  station  maps  are  drawn  to  a  scale 
of  100  ft.  to  the  inch.  On  this  scale 
it  is  possible  to  show  clearly  the 
smaller  details,  such  as  water,  steam 
and  air  lines,  sign  posts,  tool  houses, 
sidewalks,  planking  at  street  cross- 
ings, etc.  The  subdivisions  of  lots 
and  blocks  in  the  towns  on  the  exist- 
ing maps  were  found  so  incomplete 
that  it  was  deemed  advisable  to  send 
men  to  the  county  seats  of  all  counties 
through  which  the  railroad  runs  to  se- 
cure correct  and  up-to-date  plats  of 

the  subdivisions  shown  on  the  record- 
ed plats  and  also  the  latest  corporate 
limits  of  all  towns  and  cities. 

Tracks  of  the  foreign  roads  are 
shown  by  lighter  lines  than  the  com- 
pany tracks.  The  name  and  termini 
are  always  shown,  and  where  the  lines 
cross,  it  is  indicated  as  to  whether  the 
crossing  is  at  grade,  over  grade  or  un- 
der grade.  Joint  ownership  of  tracks 
with  other  roads  is  shown  by  a  note. 
If  the  company  has  an  interest  in  a 
track  it  is  shown  by  a  line  of  the  same 
weight  as  the  tracks  owned  exclusive- 
ly by  the  company.  The  files  have  to 
be  consulted  to  see  when  a  settlement 
has  been  made  with  the  foreign  line 
as  to  ownership  of  tracks.  Most  of 
the  property  belonging  to  the  railroad 
is  fenced.  Conventional  signs  have 
been  adopted  for  various  kinds  of 
fences  and  also  for  boundaries  of  prop- 
erty. Where  these  coincide  the  right 
of  way  boundary  line  symbol  is  used 
and  the  description  of  the  fence  is 
shown  below  in  a  note  stating  upon 
which  side  the  fence  is  located  and  the 
type  and  limits  of  each  kind  of  fence. 
On  the  first  sheet  of  the  right  of  way 
and  track  map  for  each  valuation  sec- 
tion is  shown  an  index  map  for  that 
section.  The  relative  position  of  each 
sheet  of  the  right  of  way  and  track 
map  is  shown  with  a  sketch  of  the 
main  track,  mile  posts  joining  valua- 
tion sections,  county  lines,  sheet  num- 
bers, names  of  stations  and  north 
point.  By  referring  to  the  index  map 
the  sheet  at  any  mile  or  station  is 
readily  ascertained. 

The  titles  printed  by  hand  press  in 
the  lower  right  hand  corner,  show  the 
class  of  map,  corporate  name  of  the 
railway,  name  of  the  operating  com- 
pany, limiting  towns,  beginning  and 
ending  survey  stations,  scale,  date  as 
of  inventory  and  office  from  which 

All  tracks  other  than  the  main  track 
have  been  given  consecutive  numbers 
running  throughout  each  valuation  sec- 
tion, and  the  lengths  of  tracks  shown 
on  the  map.  In  this  connection  a 
track  mileage  statement  is  prepared  in 



tabulated  form  similar  to  the  list  of 
tracks  as  shown  in  the  annual  report. 

The  profiles,  like  the  maps,  are  based 
upon  the  government  chaining.  In 
compiling  them  the  original  natural 
surface  of  the  ground  along  the  center 
line  of  the  track  is  shown  in  vertical 
projection  on  the  upper  half  of  the 
profile,  with  the  latest  revised  grade 
line,  rates  of  grade,  pulses  and  eleva- 
tion to  the  breaks  in  grade.  It  is  nec- 
essary to  investigate  the  files  to  ascer- 
tain when  the  grade  revisions  have  been 
made,  as  this  data  is  not  given  in  a  great 
many  cases  in  the  old  profile  record. 
The  datum  of  each  existing  profile  is 
found  to  vary  widely  and  this  has  been 
reduced  in  all  cases  to  sea  level  datum. 
This  information  has  been  furnished 
by  the  division  engineering  force  by 
tying  in  some  definite  point  on  the 
track  with  a  convenient  bench  mark 
as  established  by  the  government's 
Coast  and  Geodetic  survey.  On  the 
vertical  projection  of  the  profile  all 
bridges  and  culverts  with  pulses  and 
descriptions  are  shown  with  penetra- 
tion of  piling  and  depth  of  founda- 
tions and  the  number  of  steel  and  ma- 
sonry plans,  mile  posts,  conventional 
signs  for  public  and  private  road  cross- 
ings. On  the  lower  portion  of  the  pro- 
file is  shown  the  stationing  every 
thousand  feet  and  a  plan  showing  main 
line  with  its  alignment,  other  tracks, 
bridges,  culverts,  road  crossings  and 
the  more  important  buildings.  The 
plan  shows  enough  information  that 
the  same  may  readily  be  identified 
with  the  maps  and  a  comparison  be- 
tween any  desired  point  readily  ob- 

Blue  prints  of  the  new  maps  are 
sent  to  the  Land  Department.  A  land 
schedule  for  each  valuation  section  is 
prepared  in  the  Land  office.  This 
schedule  shows  title  by  deed,  lease, 
ordinance,  agreement  or  condemna- 
tion as  the  case  may  be,  with  a  com- 
plete record  of  title.  Areas  are  placed 
only  on  blue  print  copies  furnished  the 
Interstate  Commerce  Commission's 
Land  Attorney.  From  these  schedules 
each  conveyance  is  given  a  parcel 

number,  the  numbers  on  the  blue  prints 
running  consecutively  throughout  each 
sheet  of  the  right  of  way  and  track- 
map.  These  parceled  blue  prints  are 
then  returned  to  the  drafting  room 
and  parcel  numbers  inked  on  the  orig- 
inal maps. 

The  land  schedule,  in  brief  includ- 
ing number  of  the  parcel,  grantor, 
grantee,  instrument,  date,  record,  cus- 
todian's number  and  column  for  re- 
marks, is  typed  on  a  separate  sheet  and 
then  reproduced  ,on  the  maps:  Under 
the  column  for  remarks  is  shown  non- 
carrier  land,  i.  e.,  land  not  used  for 
railroad  purposes.  This  non-carrier 
land  is  reported  by  the  Land  Apprais- 
er of  the  Commission  and  subsequent- 
ly reported  on,  as  a  further  check,  by 
the  railroad  division  officials  as  to  cor- 
rectness. An  interesting  question 
comes  up  in  connection  with  reservoir 
property.  The  actual  ground  covered 
by  water  in  a  reservoir  is  no  doubt 
used  for  railroad  purposes.  Part  of 
the  land  owned  by  the  railroad  sur- 
rounding the  reservoir  acts  as  a  basin 
and  supplies  the  reservoir.  The  part 
that  drains  into  the  reservoir  and  own- 
ed by  the  railroad  might  be  called  car- 
rier land  and  the  remaining  part  non- 
carrier  land. 

The  date  of  inventory  as  set  by  the 
Interstate  Commerce  Commission  was 
July  1st,  1915.  As  the  parties  started 
their  surveys  in  the  Fall  of  1914  and 
to  date  are  still  engaged  on  the  survey 
work,  the  additions  to  and  retirements 
of  property  had  to  be  taken  account 
of.  In  case  the  survey  party  went  over 
the  line  prior  to  July  1st,  1915,  the  ad- 
ditions and  betterments  to  property 
between  the  date  inventory  was  made 
and  July  1st,  1915,  are  added  to  the 
maps  and  profiles,  and  the  property  re- 
tired or  removed  is  taken  off  the  maps 
and  profiles.  In  case  the  survey  party 
went  over  the  line  after  July  1st,  1915 
the  additions  and  betterments  to  prop- 
erty, between  that  date  and  the  date 
the  inventory  was  made,  are  taken  off 
the  maps  and  profiles,  and  the  prop- 
erty retired  or  removed  is  added  to 
the  maps  and  profiles.  This  data  is 



secured  from  records  showing  "Ex- 
penditures for  Work  Authorities." 
These  records  when  complete  have 
plat  attached  showing  the  location  of 
additions  to  and  retirements  of  prop- 
erty. The  maps  and  profiles  will  be  as 
of  July  1st,  1915,  but  a  record  of  all 
additions  and  deductions  from  them 
is  being  kept  that  they  may  be  brought 
up  to  date  at  any  time. 

The  right  of  way  and  track  maps, 
station  maps  and  profiles  now  drawn, 
all  running  from  left  to  right  on  the 
same  chaining,  are  checked  with  the 
field  notes  to  see  that  no  errors  have 
been  made  and  compared  with  each 
other  to  see  that  they  agree  in  all  par- 
ticulars. Check  is  made  to  see  that 
the  outline  of  all  station  maps  is  shown 
on  the  corresponding  right  of  way  and 
track  map,  the  corporate  limits  of  all 
incorporated  towns  shown,  match 
marks  for  the  following  sheet  shown 
at  the  ends  of  all  sheets  so  that  they 
may  be  joined  together,  the  number 
of  all  tracks  shown  in  a  small  circle, 
with  the  lengths  of  tracks,  connecting 
valuation  sections,  with  the  corporate 
and  operating  names  of  the  connecting 
sections  and  termini  of  same. 

The  right  of  way  and  track  maps 
are  numbered  consecutively  from  be- 
ginning to  the  end,  the  index  number 
placed  in  the  lower  right  hand  corner 
in  a  one  inch  circle,  the  upper  half 
showing  the  valuation  section  and  the 
lower  half  the  sheet  number.  The 
station  maps  are  indexed  like  the  right 
of  way  and  track  maps  except  that 
the  letter  "S"  precedes  the  sheet  num- 
ber, and  the  profile  index  has  the  letter 
"P"  preceding  the  sheet  number. 
With  this  system  of  indexing  the 
corresponding  right  of  way  and  track 
maps,  station  maps  and  profiles  are 
easily  identified. 

The  maps  are  then  ready  for  repro- 
duction and  the  density  of  lines  on  the 
originals  must  be  such  that  a  good  re- 
production will  be  secured.  A  brief 
outline  of  the  process  is  given  here- 

The  maps  are  blue  printed,  but  the 
prints  are  not  washed  as  is  ordinarily 

done  in  making  blue  prints.  A  hot 
gelatin  solution  is  spread  in  a  thin 
coating  over  a  large  plate  and  allowed 
to  cool.  The  sensitized  side  of  the 
blue  print  is  then  brought  in  contact 
with  the  gelatin  surface  and  a  chemi- 
cal action  takes  place  which  permits 
the  gelatin  surface  to  take  up  ink  only 
where  the  lines  were  on  the  original 
drawing.  An  ink  roller  is  then  run 
over  the  gelatin  surface  and  in  case 
there  are  any  superfluous  ink  spots 
they  can  be  wiped  off  with  a  damp 
cloth.  Any  part  of  the  drawing  can 
be  eliminated  in  the  same  way,  which 
is  one  advantage  of  the  reproduction 
process.  Blank  sheets  are  then  laid 
on  the  inked  surface  and  take  the 
inked  lines  reproduced  thereon.  In 
hot  weather  it  is  necessary  to  have  the 
room  cooled  in  order  that  the  gelatin 
remain  solid.  Some  trouble  was  expe- 
rienced the  past  summer  in  getting 
good  reproductions  as  the  gelatin  be- 
came soft  and  the  result  was  wavy 
lines  on  the  reproductions.  The  pro- 
files are  not  reproduced  in  rolls,  but  in 
sheets  the  same  length  as  the  right  of 
way  and  track  maps,  each  profile  sheet 
corresponding  with  the  same  territory 
as  shown  on  the  maps,  and  indexed 
with  the  same  number. 

Certificates  are  reproduced  on  the 
first  sheet  of  the  right  of  way  and 
track  maps  and  profiles  of  each  valua- 
tion section,  which  show  the  name  of 
the  railroad,  number  of  sheet  and 
series  number,  beginning  and  ending 
survey  stations  and  the  name  of  divis- 
•ion  and  state.  These  certificates  are 
signed  by  the  Valuation  Engineer  as 
to  correctness,  approved  by  the  Chief 
Engineer,  and  subscribed  and  sworn 
to  before  a  notary  public.  All  other 
sheets  except  the  first  sheet  of  the 
series  have  an  identification  showing 
the  number  of  each  sheet  in  the  series 
of  a  given  valuation  section  with  the 
beginning  and  ending  survey  stations, 
and  are  signed  by  the  Valuation 
Engineer  only. 

A  set  of  reproductions  on  tracing 
cloth  is  then  sent  to  the  Interstate 
Commerce  Commission.  A  set  on 


paper  filed  showing  data  as  of  July  Commission  in  handling  land  matters. 
1st,  1915,  and  a  working  copy  of  maps  Occasion  is  here  taken  to  express 
on  tracing  cloth  is  kept  in  the  files,  the  appreciation  of  the  drafting  depart- 
An  additional  reproduction  of  all  sta-  ment  for  the  co-operation  given  by 
tion  maps  is  made  and  furnished  the  the  division  forces.  A  great  deal  of 
division  forces  for  their  use,  while  additional  work  on  their  part  has  been 
a  blue  print  copy  of  all  certified  necessary,  but  it  is  hoped  that  in  re- 
maps is  furnished  the  Land  At-  turn  the  final  maps  and  profiles  will 
torney  of  the  Interstate  Commerce  compensate  them  for  their  efforts. 

Biography  of  Engine  No.  1 42 1 

Chicago,  June  4,  1917. 
Mr.  W.  S.  Williams  :— 

I  give  you  below  data  which  I  think  is  quite  interesting  concerning  engine 
1421   in  suburban  service  since  1891   and  assigned  to  Engineer  Peter  Schlax 
during  these  26  years.     Since  Mr.  Schlax  has  taken  a  great  deal  of  pride  in 
keeping  up  the  engine  in  his  charge. 
1891  built  by  I.  C.  R.  R.,  Weldon  shops,  No.  279—  later  changed  to  No. 

221  and  in  1900  again  changed  to  No.  1421. 

Amount.     Miles,Made. 

From  1891  to  1894  engine 104,500 

Jan.,  1894,  received  general  repairs $  1,288.19] 

March,  1895,  received  light  repairs 167.38  \     197,100 

Aug.,  1895,  received  general  repairs ." 790. 09J 

Feb.,  1900,  received  general  repairs 1,551.37         85,800 

Nov.,  1902,  received  thorough  repairs 2,044.76         88,138 

April,  1905,  received  general  repairs 1,770.02         83,945 

Oct.,  1905,  received  light  repairs 109.31] 

Dec.,  1905,  received  light  repairs 268.341       77,677 

Sept.,  1907,  received  thorough  repairs 2,076. 78J 

April,  1909,  received  light  repairs 312.75) 

Oct.,  1909,  received  light  repairs 187.40}-       79,401 

April,  1910,  received  thorough  repairs .». 2,248.10J 

May,  1912,  received  thorough  repairs 2,123.95]        73,644 

Sept.,  1912,  received  light  repairs 540.06  }> 

Nov.,  1912,  received  light  repairs 102. 68J        69,458 

July,   1914,  received  general  repairs '. 3,225.42 

April,  1916,  received  light  repairs : 289.29         78,025 

June,  1917,  in  Burnside  shops  for  general  repairs 

Total    cost   $19,095.89 

Total   miles   937,688 

Yearly  average  expense  $734.45 

Yearly  average,  miles 36,065 

Cost  of  repairs  per  mile $.02 

D.  E.  Hilgartner. 



Theodore  Shelton.. 
William  M.  Young 
Patrick  W.  Farmer 
Charles  E.  Spinner 

William  Yeske 

Harry  Y.  Wilson.... 




Crossing  Flagman 



Engineman  .(Y&MV) 

Date  of 

Where  Retire- 

Employed     Service    ment 

Elizabethtown    34  yrs.     5-1-17 

Kensington   24  yrs.     7-1-17 

Cherokee   27  yrs.     7-1-17 

Paducah  22  yrs.     8-1-17 

Colfax  30  yrs.     7-1-17 

Vicksburg   28  yrs.     5-1-17 

count  of  stock  killed,  fires,  or  personal 
injury,  under  his  jurisdiction  during  his 
service  with  the  company. 


1V/IR.  HENRY  BECKER  was  born 
1V1  February  12,  1862,  at  Kenner,  La., 
and  entered  the  service  of  the  Illinois 
Central  Railroad  Company,  January, 
1876,  as  laborer.  He  was  promoted  to 
foreman  1883  and  served  in  that  capac- 
ity at  various  points  on  the  Illinois  Cen- 
tral and  Yazoo  &  Mississippi  Valley 
Railroad  Companies.  Returned  to  Ken- 
ner Section  of  the  Illinois  Central  in 
1908  where  he  remained  until  retired  on 
a  pension  March  31,  1916.  Mr.  "Becker 
avers  that  he  never  had  a  lawsuit  ac- 






R.  F.  S.  RICHARDSON  was  born 
in  Demopolis,  Alabama,  June  21, 
1851.  Entered  the  service  of  the  Ala- 
bama Central  Railroad  as  Baggage  Mas- 
ter, September,  1869.  Resigned  this  po- 
sition 1872  to  run  freight  train  from 
Marion  Junction  to  Greensboro,  Ala- 
bama, on  the  Selma,  Marion  and  Mem- 
phis Railroad.  In  1876  went  to  work  for 
the  Illinois  Central  Railroad  from  New 
Orleans  to  Canton,  Miss.  July,  1880, 
worked  on  the  Cairo  District  as  Conduc- 
tor where  he  remained  for  two  months. 
Re-entered  the  employ  of  the  Illinois 
Central  Railroad  Company,  February, 
1881,  as  Conductor,  which  position  he 
held  until  retired  on  a  pension  April  30, 


TV/TR.  JOHN  ZEARS,  Section  Fore- 
man,  at  Sandoval,  Illinois,  was  born 
at  Effingham,  Illinois,  in  1856.  He  en- 
tered the  service  of  the  Illinois  Central 
Railroad  Company  as  Section  Laborer 
at  Forsyth,  in  1880,  and  worked  in  this 
capacity  until  May,  1883,  when  he  was 
promoted  to  Section  Foreman,  and 
placed  in  charge  of  Section  No.  A-22, 
Sandoval,  Illinois,  and  held  this  posi- 
tion until  he  was  retired  on  a  pension, 

March  31st,  1917.  His  retirement  was 
due  to  ill  health,  and  Mr.  Zears  intends 
taking  an  extensive  trip  through  the 
West  for  the  benefit  of  his  health. 


Acknowledgement  of  Effective  Work  in  the 
Conservation  of  Fuel 

Chicago,  June  22,  1917. 
Mr.  A.  V.  Barton,  Mr.  P.  Scullion,  Firemen : — 

We  made  a  check  recently  of  the  amount  of  coal  used  in  suburban  engines 
handling  4-car  and  2-car  suburban  trains  between  Randolph  Street  and  67th 
Street.  The  result  showed  on  4-car  trains  the  minimum  of  1,110  pounds  and 
maximum  of  1,245 — average  1,162  pounds.  Fireman  Scullion  made  the  round 
trip  with  1,110  pounds.  Fireman  Barton  1,125  pounds. 

On  the  two-car  trains  the  minimum  was  630  and  maximum  945  pounds — 
average,  799.  Fireman  Barton  used  630  pounds. 

I  want  to  congratulate  you  two  gentlemen  on  the  very  satisfactory  showing 
you  made.  A.  Bernard, 



Biographical  Sketch  No.  30 

District  Attorney,   Illinois  Central  Railroad  Co.,   Louisville,  Ky. 


John  C.  Doolan,  District  Attorney,  Illinois  Central 
R.  R.  Co.,  Louisville,  Ky. 


R.  JOHN  C.  DOOLAN  was  born  in  Shelby  County,  Kentucky,  on  June 
15,  1868;  received  his  academic  training  in  a  private  school  conducted 
by  his  father;  was  graduated  from  the  Law  Department  of  the  University  of 
Virginia  in  June,  1890;  located  in  Louisville,  Ky.,  September  1,  1890,  and  was 
admitted  to  the  Bar  during  the  same  month ;  became  successively  a  member 
of  the  firms  of  Simrall,  Bodley  &  Doolan,  Simrall  &  Doolan,  Pirtle,  Trabue, 
Doolan  &  Cox,  and  Trabue,  Doolan  &  Cox.  On  December  1,  1904,  he 
was  appointed  one  of  the  District  Attorneys  for  Kentucky  of  the  Illinois 
Central  Railroad  Company,  and  has  ever  since  served  it  well  in  that  capacity. 

Mr.  Doolan's  first  introduction  to  the  Company  came  about  when  the 
firm  of  Simrall,  Bodley  &  Doolan  represented  Lloyd  &  Hawes,  Trustees  of 
Chesapeake,  Ohio  &  Southwestern  Railroad  Company's  second  mortgage 
in  the  suit  brought  to  enforce  the  lien  of  that  mortgage.  As  result  of  the 
decree  rendered  in  that  case  the  Illinois  Central  acquired  control  of  the  old 
Chesapeake,  Ohio  &  Southwestern  properties  in  1896,  and  thus  extended  its 
lines  to  Louisville. 

Mr.  Doolan  has  achieved  conspicuous  success,  not  only  as  an  adviser, 
but  as  a  trial  lawyer  and  man  of  affairs.  He  is  a  man  of  genial  manners  and 
has  a  rare  gift  of  personality — something  easier  to  recognize  and  appreciate 
than  to  describe. 

History  of  Illinois  Passenger  Fares,  1906-1917 

By  A.  P.  Humburg,  Commerce  Attorney 

"Whenever  the  interstate  and  intrastate  transactions  of  carriers,"  said 
Mr.  Justice  Hughes,  speaking  for  the  Supreme  Court  of  the  United  States 
in  the  Shreveport  Case,  234  U.  S.  351,  "are  so  related  that  the  government 
of  the  one  involves  the  control  of  the  other,  it  is  Congress  and  not  the 
State,  that  is  entitled  to  prescribe  the  final  and  dominant  rule,  for  other- 
wise Congress  would  be  denied  the  exercise  of  its  constitutional  author- 
ity and  the  State,  and  not  the  Nation,  would  be  supreme  within  the 
national  field." 

(a)  State  legislation  caused  reductions  in  state  and  interstate  fares.  Sub- 
sequent advances  in  interstate  fares  without  corresponding  advances  in  state  fares 
brought  discrimination,  which  commission  ordered  removed.  When,  in  1906,  the 
Railroad  and  Warehouse  Commission  of  Illinois,  reduced  by  20  per  cent,  the 
freight  rates  on  classes  1  to  5,  inclusive,  and  made  other  serious  reductions  in 
ireight  rates,  it  provided  as  a  part  of  its  order,  effective  July  1,  1906,  that  the 
passenger  fares  shall  be  upon  a  basis  not  exceeding  3  cents  per  mile.  Effective 
July  1,  1907,  the  legislature  of  Illinois  reduced  passenger  fares  from  3  cents  to 
2  cents  per  mile.  This  statute,  and  those  like  it  passed  in  Missouri  and  Iowa, 
caused  similar  reductions  in  the  interstate  fares  between  points  in  Illinois  on  the 
one  hand  and  points  in  Missouri  and  Iowa  on  the  other.  The  Chicago,  Peoria  & 
St.  Louis  Railroad  Company,  then  in  the  hands  of  a  receiver,  petitioned  for  an 
injunction  to  restrain  the  enforcement  of  the  Illinois  2-cent  passenger  fare  statute 
and  the  United  States  District  Court  for  the  Southern  District  of  Illinois  held 



that  this  statute  was  confiscatory  and  unconstitutional  as  applied  to  that  road. — 
Trust  Co.  of  America,  vs.  C.  P.  &  St.  L.  R.  Co.,  199  Fed.  Rep.  593). 

Similar  proceedings  were  had  with  the  same  result  as  applied  to  the  Wabash, 
Chester  &  Western  Railroad  Company. 

In  1914,  following  the  decision  in  Five  Per  Cent  Case,  31  ICC  351,  wherein 
the  Interstate  Commerce  Commission  said  in  substanc  that  the  2-cent  fares  were 
too  low,  the  Illinois  carriers  increased  their  interstate  fares  from  a  basis  of  2  cents 
per  mile  to  %l/2  cents  per  mile,  including  their  nterstate  fares  between  St.  Louis 
and  points  in  Illinois;  but  their  intrastate  fares  wholly  within  Illinois  were  not 
advanced  because  they  were  held  down  to  2  cents  per  mile  by  the  state  statute. 
"We  are  confident,"  said  the  commission  in  the  Five  Per  Cent  Case,  "that  if 
these  statutory  fares  are  clearly  shown  to  be  unduly  burdensome  to  the  carriers, 
the  people  of  these  great  states  (including  Illinois)  will  cheerfully  acquiesce,  as 
the  people  of  New  England  have  done,  in  reasonable  increases  and  that  the  neces- 
sary legislative  authority  will  be  promptly  given  .  The  traveling  public  is  giving 
expression  to  its  demands  for  better  service,  better  accommodations,  and  for  the 
adoption  by  the  carriers  of  all  the  devices  that  make  for  safety.  A  public  that 
demands  such  a  service  cannot  reasonably  object  to  the  payment  of  a  reasonable 
compensation  therefor."  Accordingly,  a  bill  was  introduced  at  the  1915  session 
of  the  Illinois  legislature  for  the  purpose  of  increasing  the  basis  from  2  cents 
to  2l/2  cents  per  mile,  but  that  bill  died  in  the  committee's  hands.  A  similar 
bill  came  to  the  1917  session,  proposing  an  advance  to  2.4  cents  per  mile,  and  it 
died  in  the  same  way. 

On  June  4,  1915,  the  Business  Men's  League  of  St.  Louis,  filed  a  complaint 
against  the  Illinois  carriers,  alleging  that  their  charging  a  2 */2  -cent  basis  inter- 
state for  the  transportation  of  passengers  between  St.  Louis  and  points  in  Illi- 
nois, as  compared  with  a  2-cent  basis  wholly  between  points  in  Illinois,  worked 
unjust  discrimination  against  St.  Louis  and  interstate  commerce  and  undue 
preference  of  East  St.  Louis,  Chicago,  and  other  points,  and  of  intrastate  com- 
merce. The  carriers  answered  that  said  discrimination  and  preference  are  not 
caused  by  any  wrongful  act  upon  their  part ;  that  their  interstate  fares  are  reason- 
able; that  the  state  fares  are  too  low;  and  that  if  said  alleged  discrimination  and 
preference  are  unlawful  they  should  be  removed,  not  by  reducing  reasonable 
interstate  fares  but  by  advancing  the  low  state  fares.  The  people  of  Keokuk, 
Iowa,  intervened  and  contended  that  whatever  shall  be  done  for  St.  Louis 
should  likewise  be  done  for  Keokuk,  otherwise  discrimination  would  result  as 
between  St.  Louis  and  Keokuk.  The  state  of  Illinois  and  the  people  of  the  state, 
and  the  State-  Public  Utilities  Commission  of  Illinois,  by  the  attorney  general 
likewise  intervened  and  contended  that  the  power  to  regulate  passenger  fares  in 
Illinois  is  vested  in  the  legislature  of  Illinois,  and  that  the  2-cent  state  fares  imposed 
no  burden  on  interstate  commerce.  Several  days  each  in  two  separate  sessions  in 
September  and  November,  1915  were  consumed  in  the  hearing  of  much  evidence 
submitted  by  complainants,  interveners,  and  the  carriers.  Voluminous  briefs 
were  filed,  and  a  day  was  devoted  to  the  oral  argument  before  the  commission 
in  Washington. 

After  the  Business  Men's  League  Case  was  tried  and  before  its  decision,  the 
commission  decided  the  Western  Passenger  Fares  Case,  37  ICC  1,  (Decem- 
ber 7,  1915)  wherein  it  held  that  2.4  cents  per  mile  was  a  reasonable  basis  for 
the  transportation  of  passengers  between  certain  points  in  Illinois  (embracing  about 
one-half  of  the  state)  and  other  states,  and  points  in  Iowa  and  Missouri.  (St. 
Louis-Illinois  fares  were  not  embraced  in  this  proceeding.)  The  2^-cent  fares 
were  accordingly  reduced  to  2.4  cents  per  mile  within  said  territory;  the  same 
basis  was  put  in  force  between  points  in  Illinois  for  interstate  basing  purposes, 
and  these  fares  have  been  in  effect  since  January  15,  1916. 


Then  followed  the  commission's  decision  in  Business  Men's  League  of  St. 
Louis,  vs.  A.  T.  &  S.  F.  R.  Co.,  et  d.,  41  ICC  13,  503,  on  July  12  and  October  17, 
1916,  wherein  it  was  found  that  fares  constructed  upon  a  basis  not  in  excess  of 
2.4  cents  per  mile  (bridge  tolls  excepted)  between  St.  Louis  and  Keokuk  on  the 
one  hand  and  points  in  Illinois  on  the  other  are  not  unreasonable ;  that  the  bridge 
tolls  are  not  unreasonable;  that  the  maintenance  of  a  higher  basis  interstate  be- 
tween St.  Louis  and  Keokuk  and  points  of  Illinois  than  the  intrastate  basis  between 
points  in  Illinois,  within  the  terms  of  its  order  of  October  17,  1916,  is  the  practicing 
of  unjust  discrimination  against  St.  Louis  and  Keokuk  and  against  interstate 
commerce,  and  of  undue  preference  in  favor  of  East  St.  Louis,  Chicago,  and 
other  points  in  Illinois,  and  in  favor  of  intrastate  commerce ;  and  the  carriers 
were  required  to  remove  that  discrimination  and  preference  on  or  before 
January  15,  1917. 

(b)  The  carriers  proceeded  to  obey  and  sought  the  protection  of  the  United 
States  District  Court  for  the  Northern  District  of  Illinois,  but  Judge  Landis 
held  the   Commission   exceeded  its  power.     Obedient  to   the   requirements   of 
the  Commission's  order  of  October  17,  1916,  tariffs  were  filed  to  become  effective 
January  1,  1917,  reducing  to  2.4  cents  per  mile  the  interstate  fares,  and  advancing 
to  2.4  cents  per  mile  the  intrastate  fares,  insofar  as  it  was  necessary  to  remove  the 
discrimination  and  preference  condemned  by  the  Commission ;  and  on  October  20. 

1916,  before  the  effective  date  of  said  tariffs,  the  Illinois  carriers  filed  their  bills 
(29  in  all)  in  the  United  States  District  Court  at  Chicago,  setting  forth  what  is 
required  of  them  under  the  Commission's  order,  setting  forth  also  the  conflict  be- 
tween that  order  and  the  state  statute,  and  asking  that  since  they  are  required  under 
the  Supreme  Court's  decision  in  the  Shreveport  Case,  234  U.  S.  323,  to  obey 
federal  power,  the  State  authorities  be  enjoined  from  enforcing  against  them 
the  penalties  of  the  state  statute  on  account  of  the  carriers  obeying  the  order 
of   the   Interstate   Commerce   Commission  by  charging  the  advanced   intrastate 
fares  thereby  required.    Upon  the  conclusion  of  the  hearing,  Judge  Landis  held, 
on  January  13,  1917,  that  the  Commission  intended  to  hold  invalid  the  Illinois 
statute,  that  the  Commission  exceeded  its  power  in  making  said  order,  and  he 
dismissed   the   carriers'   bills    for   want   of   equity.     The   carriers    immediately 
prosecuted  an  appeal  to  the  Supreme  Court  of  the  United  States  and  applied 
to  one   of  the  Justices   for  a   temporary   restraining   order   against  the   State 
authorities,  pending  the  final  determination  of  the  case  in  the  Supreme  Court ; 
that  application  was  denied ;  the  carriers'  application  for  the  advancement  of  the 
cause  was  granted,  and  the  appeal  is  to  be  heard  upon  its  merits  on  October  2, 

1917,  that  being  the  day  assigned  for  its  oral  argument  in  the  Supreme  Court. 
Thus  the  carriers  complied  with  the  order  as  to  interstate  fares  by  putting  them 
into  effect  on  January  1,  1917 ;  but  they  did  not  then  commence  the  charging  of 
their  advanced  intrastate  fares. 

(c)  Then  the  Federal  Court  at  St.  Louis,  the  tribunal  appointed  by  lazv  for 
the  direct  review  of  the  Commission's  order,  commanded  the  carriers  to  obey 
said   order.      Not    to    charge    the   advanced    state    fares   was    contrary    to   the 
Commission's  order.     The   Commission's   Chief   Counsel  therefore  filed   a  bill 
against  the  carriers  in  the  United  States  District  Court  at  St.  Louis,  alleging 
that  the  order  was  duly  made  and  regularly  served  and  that  the  carriers  were 
disobeying  the  same,  and  asking  that  they  be  enjoined  from  further  disobedience. 
The  carriers  admitted  the  making  of  the  order  and  its  validity,  but  justified 
their  non-compliance  by  the  threats  of  the  State  authorities  to  prosecute  them 
for  exceeding  the^  statutory   fares,  and  they  asked  that  the  Attorney  General 
and  State's  Attorney  of  Illinois,  also  the  State  Commissioners,  be  made  parties 
to  that  case  and  be  enjoined  from  further  interfering  with  the  carriers'  obedience 
to  the  Commission's  order.     The  carriers  also  submitted  their  tariffs  showing 


how  they  proposed  to  obey.  The  Commission's  Counsel  and  the  Counsel  for 
St.  Louis  objected  to  the  State  authorities  being  made  parties  to  the  proceeding. 
The  Court  (Judges  Hook  and  Dyer)  held  that  the  State  authorities  were  not 
necessary  parties  to  the  St.  Louis  suit;  therefore  the  court  did  not  bring  them 
into  this  case,  but  entered  a  decree  requiring  the  carriers  to  obey  the  Commission's 
order  within  30  days  from  May  1,  1917. 

Preparatory  to  charging  the  advanced  intrastate  fares,  the  carriers  asked  the 
Interstate  Commerce  Commission  for  a  rule  on  the  State  authorities  to  show  the 
Commission  wherein  the  tariffs  filed  by  the  carriers  did  not  comply  with  the 
Commission's  order  or  were  otherwise  unlawful.  That  application  was  denied. 
The  carriers  then  served  the  Attorney  General,  State  Commissioners,  and  State's 
Attorneys  of  Illinois  each  with  a  certified  copy  of  the  decree  entered  by  the  St. 
Louis  Court  on  May  1,  1917  and  the  State  authorities  were  advised  that,  com- 
mencing May  30,  1917,  the  advanced  intrastate  fares  would  be  charged. 

(d)  Before  the  carriers  could  obey  the  federal  decree,  the  State  Court  in 
Chicago  restrained  them  from  rendering  such  obedience.  Then  spoke  again  the 
Federal  Court  at  St.  Louis,  Judge  Dyer  in  no  uncertain  terms  announcing  that 
his  court  is  the  controlling  power  over  the  enforcement  of  its  decree  and  the 
Commission's  order,  and  that  the  new  fares  must  be  put  into  operation  in  5 
days.  On  May  28,  1917  a  bill  was  filed  in  the  Superior  Court  of  Cook  County 
by  the  Attorney  General  of  Illinois  in  the  name  of  the  People  of  the  State  of 
Illinois  against  the  Illinois  carriers,  and  they  were  notified  that  next  morn- 
ing he  would  ask  the  Court  to  restrain  them  from  charging  in  excess  of  the 
2-cent  statutory  fare.  The  carriers  filed  their  petition  and  bond  for  the  re- 
moval of  the  case  to  the  Federal  Court.  That  petition  and  was  denied.  The  hear- 
ing proceeded  under  protest  and  at  11 .00  P.  M.,  preceding  Decoration  Day,  the 
restraining  order  was  granted. 

Ticket  Agents  were  advised  that  fares  in  excess  of  2  cents  should  not  be 
charged,  awaiting  the  further  order  of  the  Federal  Court  at  St.  Louis. 
At  the  same  time  notice  was  served  on  the  State  authorities  that  on  June  4, . 
1917  the  carriers  would  appear  before  the  Federal  Court  in  St.  Louis  to  present 
a  statement  of  the  occurrence  in  the  State  Court,  presenting  also  the  reasons 
for  their  non-compliance  with  the  decree  of  Federal  Court  at  St.  Louis,  and  that 
they  would  ask  the  direction  of  that  court  as  to  the  manner  in  which  they  shall 
comply  with  the  Commission's  order,  without  being  required  to  reduce  interstate 
fares,  and  would  also  ask  that  the  State  authorities  be  made  parties  to  the  St. 
Louis  Case  and  be  enjoined  from  further  interfering  with  the  carriers'  obedi- 
ence of  the  order  of  the  Commission  and  the  decree  of  the  Federal 
Court.  The  Interstate  Commerce  Commission  and  the  St.  Louis  Chamber  of 
Commerce  (formerly  Business  Men's  League)  also  appeared  and  asked  that 
the  Illinois  carriers  be  fined  for  contempt  for  not  obeying  the  decree  of  the 
Federal  Court.  After  full  argument,  District  Judge  David  P.  Dyer  delivered 
the  following  oral  opinion  on  June  7,  1917 : 

"THE  COURT:  "I  have  listened  with  a  great  deal  of  interest  to  all  that 
has  been  said ;  it  has  been  a  very  instructive  discussion. 

"I  believe  the  government  of  the  United  States  is  supreme  under  the  consti- 
tution in  every  State  in  this  Union,  and  is  supreme  now  in  reference  to  regulat- 
ing commerce  between  the  several  states,  and  wherever  state  enactments  con- 
flict with  federal  enactments  with  reference  to  interstate  commerce,  the  state 
enactment  must  give  way  to  the  higher  and  superior  authority  of  the  govern- 

"The  Interstate  Commerce  Commission,  acting  under  the  law,  found  a  dis- 
crimination that  it  ordered  removed.  That  order  was  not  complied  with,  and, 
acting  under  the  law,  the  Commission  came  to  this  Court  for  an  order  to  en- 


force  the  finding  and  order  of  the  Interstate  Commerce  Commission.  This 
Court  entered  its  decree,  and  while  other  matters  were  presented  at  that  time  to 
the  Court,  such  as  the  application  to  make  the  Illinois  authorities  a  party  to  the 
proceeding,  it  was  thought  then  by  the  court  that  the  only  question  that  it  had 
to  deal  with  was  the  question  of  enforcing  the  order  of  the  Interstate  Commerce 
Commission;  so  everything  wth  reference  to  bringing  in  other  parties  was 
stricken  out  of  the  answer,  and  the  sole  question  presented  was  upon  the  bill 
of  the  Interstate  Commerce  Commission,  the  Intervening  Petiton  of  the  St. 
Louis  Chamber  of  Commerce  and  the  answers  (with  that  portion  in  them 
stricken  out). 

"The  Court  entered  a  decree  as  plain  and  direct  as  one  could  be  made.  It 
required  the  carriers  to  put  in  force  a  tariff  that  would  relieve  this  discrimina- 
tion and  allow  a  rate  of  not  exceeding  2.4  cents  per  mile.  Time  was  allowed 
in  the  decree  for  compliance  therewith.  Exceptions  were  taken  to  the  action  of 
the  Court  in  striking  out  that  portion  of  the  answer  that  raised  the  question 
of  bringing  in  the  Illinois  parties.  An  appeal  was  allowed  defendants  to  the 
Supreme  Court. 

"The  rate  prescribed  by  the  Interstate  Commerce  Commission  is  plainly  su- 
perior in  authority  to  that  fixed  by  the  State  of  Illinois.  The  Commission  fixed 
this  rate  at  not  exceeding  8.4  cents.  Some  of  these  carriers  say  that  they  have 
complied  with  the  decree  and  put  in  force  that  rate,  and  others  say  that  they 
were  ready  to  put  it  in  force  but  have  not  done  so  because  they  are  threatened 
with  interference  by  the  authorities  of  the  State  of  Illinois. 

"It  is  the  duty  of  these  carriers  to  put  in*  force  the  rate  that  the  Interstate 
Commerce  Commission  said  that  they  might  put  in,  and  to  not  stop  on  account 
of  any  supposed  interference  with  that  command  of  this  Court.  If  they  had 
gone  on  and  put  in  force  the  rate  as  the  Court  directed  them,  and  someone  had 
arrested  their  men,  or  the  Attorney  General,  or  anyone  else,  over  in  the  State 
of  Illinois  had  directed  that  their  men  be  arrested,  I  would  have  had  no  trouble 
in  citing  these  individuals  to  come  down  here  and  show  why  they  should  not  be 
adjudged  in  contempt  of  this  Court. 

"But  the  carriers  are  not  in  that  position.  They  have  not  complied  with  that 
decree  and  order.  The  excuse  they  offer  here  now  is  not  sufficient.  They  must 
go  and  put  their  rates  in  force ;  then  if  anyone  interferes  with  them  in  obeying 
the  order  of  this  Court,  I  will  issue  a  rule  against  him. 

"I  will  not  now  bring  in  the  State  of  Illinois,  the  Attorney  General,  or  any 
other  of  the  Illinois  authorities  as  parties  to  the  cause.  But  let  the  carriers 
comply  with  the  decree  of  this  Court,  and  if  they  don't  comply,  I  will  then  issue 
an  order  on  them  to  show  cause. 

"The  carriers  have  their  rates  all  fixed.  They  must  put  them  in  force  and  do 
it  within  the  next  five  days. 

"I  don't  intend  that  the  Wabash  Road  should  be  put  in  a  position  of  disad- 
vantage here  on  account  of  the  other  carriers  failing  to  comply  with  this  decree. 

"Let  the  rates  be  put  in  force  in  that  time,  and  let  it  be  understood  that  there 
must  be  no  interference  with  this  Court's  decree  in  putting  in  force  what  the 
Interstate  Commerce  Commission  has  ordered.  Let  that  be  understood,  and 
let  the  Illinois  authorities  understand  that  this  Court  is  of  the  opinion  that  it  has 
jurisdiction  over  this  matter  and  that  it  is  the  controlling  power  over  the  en- 
forcement of  this  decree  and  should  there  be  offered  any  obstruction  to  the  en- 
forcement of  the  order  of  the  Commission  it  will  then  be  time  for  further  ac- 
tion here. 

"That  is  the  order  of  this  Court.  It  is  a  proper  exercise  of  authority,  and 
the  only  thing  that  I  am  now  deciding  is  that  this  decree  made  by  Judge  Hook 
and  myself  must  be  enforced  and  the  rates  put  into  operation  in  the  next  five 


days,  and  if  anyone  undertakes  to  prevent  the  enforcement  of  that  decree  then 
this  Court  has  jurisdiction  to  punish  for  such  interference." 

Thereupon  the  St.  Louis  Court  made  a  further  decree  on  June  8,  1917,  order- 
ing and  directing  the  carriers  to  comply  on  or  before  June  12,  1917  with  its 
decree  of  May  1,  1917 ;  and  then  the  intrastate  fares,  as  so  advanced  in  compli- 
ance with  the  order  of  the  Interstate  Commerce  Commission,  and  the  decree  of 
the  Federal  Court  at  St.  Louis,  were  put  in  effect  on  June  10,  1917. 

(e)  A    truce   follows.     The   carriers  are   charging  the  advanced  intrastate 
fares  aivaiting  the  decision  of  the  Supreme  Court.     Then  upon  the  application 
of  the  Attorney  General  of  Illinois  the  Superior  Court  of  Cook  County  issued 
a  rule  on  the  carriers  to  show  cause  why  they  should  not  be  punished  for  con- 
tempt of  its  decree.     The  rule  was  issued  and  the  carriers  answered,  expressly 
protesting  that  the  State  Court  has  no  jurisdiction  over  the  subject  matter,  and 
showing  in  substance  that  what  they  have  done  was  done  in  obedience  to  the 
order  of  the  Interstate  Commerce  Commission  and  the  decrees  of  the  Federal 
Court  at  St.  Louis,  having  exclusive  jurisdiction  over  the  subject  matter;  that 
they  cannot  obey  the  decree  of  the  State  Court  because  they  must  obey  the  de- 
crees of  the  Federal  Court  at  St.  Louis.    Thereupon  an  agreement  was  reached 
between  the  Attorney  General  and  the  carriers  that  pending  the  final  determina- 
tion by  the  United  States  Supreme  Court  of  the  validity  and  scope  of  the  Com- 
mission's reports  and  order  of  October  17,  1916  in  the  Business  Men's  League 
of  St.  Louis  Case,  the  carriers  would  deliver  to  each  purchaser  of  an  intrastate 
ticket  for  travel  between  points  in  Illinois,  sold  at  a  rate  in  excess  of  the  present 
Illinois  statutory  maximum  passenger  fares,  a  coupon  or  certificate  witnessing 
that  the  Company  agrees  to  pay  the  purchaser  of  the  ticket  of  date  stamped  on 
back,  between  points  shown,  the  part  of  fare  for  said  ticket  in  excess  of  the 
present  Illinois  statutory  maximum  charge  therefor,  if  and  when  it  is  finally 
determined  by  the  Supreme  Court  that  the  reports  and  order  of  the  Commission 
under  which  said  ticket  was  sold  do  not  justify  collection  of  such  excess;  and 
the  state  case  was  postponed  to  December  31,  1917. 

(f)  Shreveport  doctrine  applied  to  the  South  Dakota  Express  Rate  Case, 
which  has  some  things  in  common  with  Illinois  Passenger  Fares  Case.  The  Law- 
yers' Committee  in  charge  of  the  Illinois  Passenger  Fares  Case  filed,  pursuant 
to  leave  granted  by  the  Supreme  Court,  a  brief  as  amid  curiae  on  behalf  of  the 
Illinois  carriers  in  the  South  Dakota  Case.     By  its  opinion  of  June  11,  1917,  de- 
livered by  Mr.  Justice  Brandeis,  the  Supreme  Court  held  in  that  case  (American 
Express  Company  v.  South  Dakota},  involving  a  conflict  between  interstate  and 
intrastate  express  rates,  that  under  the  order  of  the  Interstate  Commerce  Com- 
mission the  carriers  could  comply  with  the  same  (a)  by  reducing  the  interstate 
rates  to  the  South  Dakota  scale,  or  (b)  by  raising  the  South  Dakota  rates  to  the 
interstate  scale,  or  (c)  by  reducing  one  and  raising  the  other  until  equality  is 
reached  in  an  intermediate  scale;  that  the  Commission's  report  contains,  among 
other  things,  a  finding  that  the  interstate  rate  which  was  prescribed  by  the  Com- 
mission was  not  shown  to  be  unreasonable;  and  the  Supreme  Court  says  that 
this  finding  gives  implied  authority  to  the  Express  Companies  both  to  maintain 
their  interstate  rates  and  to  raise  to  their  level  the  intrastate  rates  involved, 
citing  the  Shreveport  Case,  234  U.  S.  342.     "For,  if  the  interstate  rates  are 
maintained,  the  discrimination  can  be  removed  only  by  raising  the  intrastate 
rates."     The  Court  holds  further  that  the  existence  of  the  p'ower  and  authority 
of  Congress  to  remove  an  existing  discrimination  against  interstate  commerce  by 
directing  a  change  of  an  intrastate  rate  prescribed  by  state  authority  should  not 
have  been  questioned  by  the  State   Court  since  the  decision  of  the  Supreme 
Court  of  the  United  States  in  the  Shreveport  Case. 

The  Court  holds  further  that  the  power  of  Congress  is  dominant  only  to  the 


extent  that  the  exercise  is  found  by  it  to  be  necessary  to  remove  the  existing 
discrimination  against  intrastate  traffic;  that 'provisions  of  the  state  statute  can- 
not be  held  to  apply  to  changes  in  intrastate  rates  over  which  the  State  Com- 
mission has  no  control;  that  proper  conduct  of  business  would  suggest  the  giv- 
ing of'  some  notice  (as  was  done  by  the  Express  Companies  in  the  instant  case)  ; 
but  that  a  valid  order  of  the  Commission  is,  when  applicable,  a  legal  justifica- 
tion for  disregarding  a  conflicting  regulation  of  the  State  law — because  the  fed- 
eral authority  is  dominant ;  that  in  cases  where  dominant  federal  authority  is 
exerted  to  affect  intrastate  rates,  it  is  desirable  that  the  orders  of  the  Commission 
should  be  so  definite  as  to  the  rates  and  territory  to  be  affected  as  to  preclude 
misapprehension;  that  if  an  order  is  believed  to  lack  definiteness,  an  applica- 
tion should  be  made  to  the  Commission  for  further  specifications,  but  that  this 
express  rate  order,  although  less  explicit  than  desirable,  is,  when  read  in  con- 
nection with  the  railroad  map,  not  lacking  in  the  requisite  definiteness. 

Opinion  in  Fifteen  per  Cent  Case 

On  June  27,  1917  the  Interstate  Commerce  Commission  decided  the  Fifteen 
Per  Cent  Case,  45  ICC  1,  in  a  35-page  report.  We  give  here  only  the  ultimate 
conclusions,  omitting  the  Commission's  reasons  leading  to  these  conclusions : 

1.  General  horizontal  advance  denied  but  coal  advances  sustained  in  part. — 
"For  these  reasons,  necessarily  stated  in  somewhat  general  terms,  we  are  led 
to  the  conclusion  that  no  condition  of  emergency  exists  as  to  the  western  and 
southern  carriers   which  would  justify  permitting  a  general  increase   in  their 
rates  to  become  effective.     In  the  eastern  district  increased  rates  have  recently 
been  permitted  to  become  effective  generally  on  bituminous  coal,  coke,  and  iron 
ore.     We  think  that  similar  increases  may  properly  be  permitted  in  the  southern 
district  on  coal,  coke,  and  iron  ore,  and  in  the  western  district  on  coal  and  coke. 
This    will    preserve    rate    relationships    between    the    several    districts.     In   the 
southern  district  the  proposed  increased  rates  on  coal  are  on  the  basis  of  15 
per  cent,  with  a  maximum  of  15  cents  per  ton.     These  tariffs  we  shall  permit  to 
become  effective.     In  the  western  district  the  increases  are  based  upon  15  per 
cent,  with  a  minimum  of  15  cents  per  ton.     These  tariffs  will  be  suspended,  but 
the  western  carriers  may,  if  they  so  elect,  file  new  tariffs  carrying  increases  in 
rates  on  coal  and  coke  not  exceeding  in  any  case  15  cents  per  ton.     All  of  the 
tariffs  included  in  this  proceeding  of  the  western  lines  will  be  suspended.     All 
of  the  tariffs  included  in  this  proceeding  of  the  southern  carriers  will  be  sus- 
pended, excepting  those  applying  on  coal,  coke,  and  iron  ore " 

2.  Class  rate  advances  for  eastern  carriers "As.  has  been  indicated 

however,  the  conditions  confronting  the  eastern  carriers  are  substantially  different 
from  those  confronting  the  southern  and  western  carriers,  and  we  are  persuaded 
that  they  are  entitled  to  increased  revenue  beyond  and  above  that  which  they  are 
securing  and  will  secure  from  the  increased  rates  on  bituminous  coal,  coke,  and 

iron  ore It  is  not  possible  to  estimate  with  confidence  and  accuracy  the 

amount  of  additional  revenue  that  will  accrue  from  increased  class  rates,  but  from 
the  best  information  at  hand  we  conclude  that  the  eastern  carriers  should  be 
permitted  to  increase  their  class  rates  between  New  York  and  Chicago  to  the  fol- 
lowing scale,  and  to  correspondingly  increase  their  other  class  rates  applying 
intraterritorially  between  points  in  Official  Classification  territory,  observing  the 
established  relationships  between  ports  and  localities : 

1  23           4           5           6 

90  79         60         42         36         30 

Such  tariffs  may  be  made  effective  upon  not  less  than  five  days'  notice,  given 

in  the  usual  way " 



3.  Rates  via  rail  and  water  routes  may  be  advanced. — "Special  emphasis  has 
been  laid  upon  the  unusually  heavy  increased  expenses  that  have  been  laid  upon 
the  carriers  by  water,  which,  because  of  arrangements  for  through  carriage  with 
rail  carriers,  are  subject,  as  to  part  or  all  of  their  rates,  to  our  jurisdiction. 
Ordinarily  rates  via  rail-and-water  routes  are  maintained  at  a  lower  level  than 
via  all-rail  routes.     Largely  increased  costs  of  operation,  the  diversion  of  traffic 
to  other  channels  because  of  war  conditions,  and  the  attendant  increased  ma- 
rine insurance  have  laid  upon  such  rail-and-water  routes  unusual  burdens.     We 
think  that  existing  conditions  justify  the  maintenance  of  rates  via  such  routes 
on  a  level  not  higher  than  the  all-rail  rates  between  the  same  points.     Carriers 
in  the  eastern,  southern,  and  western    districts,  parties  thereto,  may,  if  they  so 
elect,  file  and  make  effective,  upon  not  less  than  five  days'  notice,  tariffs  in- 
creasing existing  joint  rates  between  rail-and-water  carriers  to  a  level  not  high- 
er than  the  all-rail  rates  between  the  same  points " 

4.  Commission    will    observe    operating    results    for    future. — "We    shall, 
through  the  medium  of  the  monthly  reports  of  the  carriers,  keep  in  close  touch 
with  the  operating  results  for  the  future,  and  if  it  shall  develop  that  the  fears 
which  have  prompted  the  carriers  are  realized  or  that  their  realization  is  immi- 
nent, we  shall  be  ready  to  meet  that  situation  by  such  modification  or  amplifi- 
cation of  the  conclusions  and  orders  herein  reached  and  entered  as  are  shown 
to  be  justified.     If  it  shall  develop  that  what  has  been  accorded  herein  is  more 
than  is  appropriate  or  that  the  increased  rates  are  no  longer  warranted,  we  shall 
depend  upon  the  pledges  of  the  carriers  to  respond  promptly  to  an  announce- 
ment by  us  of  a  conclusion  to  that  effect.     Inasmuch  as  a  general  percentage  in- 
crease is  so  undesirable  because  of  its  serious  effect  upon  commercial  condi- 
tions and  established  relationships,  it  would  seem  to  be  appropriate  for  the  car- 
riers to  cancel  the  tariffs  which  we  suspend  herein,  and  permission  is  hereby 
accorded  them  so  to  do.     The  record  will  be  available  for  consideration  in  any 
further  proceedings  that  may  be  necessary  or  appropriate  in  this  connection  in 
the  future,  and  any  substantially  changed  conditions  which  may  develop  can  be 
promptly,  adequately,  and  fairly  dealt  with.     The  foundation  for  any  such  ac- 
tion can  doubtless  best  be  laid  in  conferences  between  the  Commission  and  rep- 
resentatives of  the  carriers  and  of  the  shippers.     The  existing  public  sentiment 
to  which  we  have  referred  and  the  manner  in  which  the  proposals  of  the  car- 
riers have  been  presented  and  handled  by  them,  indicate  a  feeling  of  mutual  con- 
fidence, which  at  many  times  in  the  past  has  been  regrettably  absent." 


°'*  if  for. 


Original  Amboy  Shops  in  1 87 1 

'"pHE  building  to  the  left  of  the  round 
house  was  used  as  sand  house, 
tank  and  pump  house;  to  the  left  of 
that  was  the  coal  shed.  The  round 
house  was  a  complete  circle  of  2'4 
stalls,  including  the  arch.  To  the  right 
of  the  round  house  was  the  machine 
shop,  which  had  the  boiler  and  engine 
room  in  the  rear,  the  upper  story  of 

which  was  used  as  the  wood  work 
shop.  The  building  adjoining  the  cor- 
ner of  the  machine  shop  to  the  right 
was  divided  for  use  of  blacksmith  shop 
and  boiler  shop.  The  next  building  is 
still  being  used  as  a  store  house  and 
office  building,  the  building  immedi- 
ately to  the  right  of  that  is  still  stand- 
ing and  was  used  for  overhauling 
freig-ht  cars  and  coaches. 



Intensive  Training 

A  circular  letter  from  a  metropolitan 
newspaper  drifted  in  on  my  desk  not 
long  since  by  mistake,  but  the  heading 
of  a  printed  circular  that  accompanied 
it  was  so  forceful  that  I  was  interested 
in  reading  more  or  less  of  the  latter, 
its  caption  was  ''Vacation  Engineers," 
and  its  text  started  out  as  follows: 

"There  are  a  whole  lot  of  engineers 
on  the  modern  railroad  and  lake  boat 
line  nowadays,  besides  the  one  we  see 
up  ahead  in  the  engine's  cab  or  in  the 
boiler  room.  For  hauling  freight  and 
passengers  is  only  part  of  the  engi- 
neering in  the  big  transportation  sys- 
tem. When  we  buy  our  ticket  we  sel- 
dom realize  that  we  are  buying  much 
more  than  the  right  to  ride  from  Here 
to  There." 

This  and  much  more  led  up  to  an 
application  of  the  purpose  of  the  ac- 
companying letter;  but  these  three 
opening  sentences  had  to  my  ear  a 
sort  of  traffic  ring  that  made  me  think 
it  worth  while  to  call  the  Rambler's 
attention  to  them. 

"Yes,"  said  the  latter  musingly,  as 
he  passed  the  papers  back,  "there 

truly  are  many  kinds  of  engineers  in 
our  profession,  although  they  go  by 
various  names,  and  1  do  not  know  why 
there  cannot  be  a  vacation  engineer  as 
well  as  a  mechanical  engineer.  In  fact, 
I  think  the  definition  of  the  word  will 
be  found  to  be  broad  enough  to  cover 
almost  anything.  Of  course  we  in  our 
profession  are  more  apt  to  associate 
the  term  with  the  man  sitting  in  the 
engine  cab,  with  the  boys  out  on  the 
line  with  transit  and  level,  with  the 
man  whose  plans  and  specifications 
govern  the  construction  of  our  ma- 
chinery or  with  the  one  to  whom  we 
look  for  the  development  and  mainte- 
nance of  our  block  signal  system.  But 
let's  see  what  it  does  mean  in  its  broad- 
est sense,"  and  he  went  to  the  diction- 
ary and  after  turning  its  pages  until 
coming  to  the  word  engineer,  read  the 
first  definition  that  he  found  for  that 
word.  "Just  as  I  thought,"  he  said, 
"listen  to  this,"  and  he  read  as  follows : 
"Engineer,  to  put  through  or  manage 
skillfully  or  by  contrivance  and  effort; 
as,  to  engineer  a  scheme." 

"According  to  that  we  are  all  more 




or  less  engineers,  and  I  think  it  ap- 
plies particularly  to  passenger  traffic 
efforts.  Take,  for  instance,  the  work  of 
our  Traveling  Passenger  Agents.  They 
are  constantly  investigating,  contriv- 
ing and  evolving  skillful  efforts  to 
'engineer'  business.  That's  a  good 
thought,"  he  continued  laughingly, 
"and  as  everything  helps  I  believe  I'll 
work  it  oft"  on  Slim  the  next  chance  I 
get."  On  asking  who  "Slim"  was, 
never  having  heard  the  Rambler 
mention  anyone  with  that  cognomen, 
he  laughed  and  said,  "O,  that's  only 
a  nick  name  I  have  given  a  protege 
of  mine.  You've  seen  him  around 
the  building,  but  probably  do  not  rec- 
ognize him  by  that  name.  In  fact 
it  doesn't  apply  to  him  particularly 
as  far  as  his  physique  is  concerned, 
although  in  a  whimsical  mood  I 
fastened  it  on  him  in  the  way  of 
contrast.  I  think,  however,  the  real 
thought  I  had  in  mind  was  the  slim 
progress  that  he's  making  in  the  new 
job  to  which  he  has  been  promoted,  he 
having  been  made  a  Traveling  Pas- 
senger Agent  about  six  months  ago. 
You  remember  I  was  telling  you  some 
time  back  about  a  boy  who  was  crazy 
to  ride  railroad  trains,  and  how  much 
trouble  we  had  to  whip  him  into  prac- 
tical shape  on  account  of  his  train-rid- 
ing mania?  That's  Slim,  now  grown 
to  be  quite  a  young  man,  for  it  was 
some  years  back  that  we  first  put  him 
into  the  service.  You  will  recall,  I 
think,  that  when  telling  you  of  his 
early  days  with  us  I  said  that  we  now 
consider  him  one  of  our  rising  young 
men.  But  he  has  had  to  work  for  each 
new  phase  of  his  development,  and 
just  at  present  he  is  having  to  feel  his 
way  rather  slowly.  Like  the  travels 
I  sent  him  on  at  the  time  he  learned  to 
observe  things  with  a  broad  mind,  he 
is  not  yet  fully  conscious  of  the  various 
faculties  that  he  has  to  bring  into  play 
to  achieve  the  objects  of  his  present 
task.  But  he'll  get  there!"  concluded 
the  Rambler  with  emphasis,  as  I  left 
him  to  return  to  my  own  office,  "par- 
ticularly as  he  possesses  the  redeeming 
grace  of  being  aware  that  he  does  not 

yet  'know  it  all'  and  is  willing  to  be 

A  few  days  later  I  was  introduced 
to  "Slim"  by  the  Rambler  as  we  three 
met  accidently  going  down  the  eleva- 
tor, and  immediately  became  interested 
in  the  young  man.  So  much  so  that 
I  made  it  a  point  to  cultivate  his  ac- 
quaintance, for  I  thought  that  anybody 
the  Rambler  thought  it  worth  while  to 
try  to  educate  along  professional  lines 
must  have  that  in  his  make-up  which 
would  make  him  eventually  an  inter- 
esting acquaintance.  I  was  not  disap- 
pointed in  this  thought,  for  among  the 
early  conversations  I  had  with  him, 
remembering  the  little  talk  with  the 
Rambler  on  the  subject,  I  was  re- 
minded to  ask  him  if  the  latter  had  told 
him  as  yet  that  he  as  a  Traveling  Pas- 
senger Agent  was  an  engineer.  "Pos- 
sibly," I  added,  "he  has  told  you  that 
you  are  a  'Traffic  Engineer.'  "  "No," 
was  the  laughing  reply,  "he  has  not 
told  me  exactly  that,  but  he  has  given 
me  lots  of  good  advice,  and  tried  to 
help  me  in  various  ways  which  I  ap- 
preciate. But,"  he  added,  in  a  rather 
amused  and  semi-confidential  tone, 
"that  Rambler  has  funny  ways  of  get- 
ting at  things  some  times,  don't  you 
think?"  I  smilingly  nodded  my  ac- 
quiesence  and  asked  him  what  partic- 
ular thing  he  knew  of  that  the  Rambler 
had  been  doing  recently  to  cause  him 
to  make  that  remark.  "Well,  I  guess 
I'll  tell  you,"  was  the  somewhat 
thoughtful  response,  "if  you'll  not 
think  I  am  gossiping  about  the  Ram- 
bler. However,  he  is  such  a  good 
friend  .of  yours  that  I  think  you  will 
understand,  particularly  as  in  the  main 
it  was  a  good  joke  on  myself,  I  was 
so  thick  at  seeing  through  it  at  the 
time.  In  fact,  as  the  saying  is,  I  had 
to  have  a  'diagram'  made  of  it  by  the 
Rambler  before  I  could  understand 
what  he  was  driving  at.  But  this  is 
the  story. 

"You  know  the  Rambler  has  been 
awfully  good  to  me  ever  since  I  have 
worked  for  the  company.  Not  that  he 
has  shown  me  any  favoritism  or  re- 
frained from  roundly  scolding  me  at 



times  when  I  needed  it.  But  he  seems 
to  have  felt,  and  correctly  I  guess,  that 
I  am  one  who  needs  considerable  train- 
ing, and  without  his  saying  so,  I  have 
from  time  to  time  felt  that  he  was 
aching  to  give  me  advice  for  my  own 
good  if  I  would  only  put  myself  in  the 
way  of  his  doing  so.  He  seemed  par- 
ticularly solicitous  as  to  how  I  was 
going  to  make  it  when  I  was  given 
my  job  as  a  T.  P.  A.  So  he  told  me, 
after  more  or  less  explanation  before 
I  started  out  as  to  what  I  should  and 
should  not  do  in  my  new  work,  to  be 
sure  and  consult  him  when  I  felt  that 
I  needed  help  or  advice.  I  have  taken 
pleasure  in  doing  so  from  time  to  time, 
and  it  was  on  one  such  occasion  that 
the  Rambler  caught  me  as  though 
there  was  'nobody  home'  in  my  brain 
chamber.  You  see,"  said  Slim,  as  he 
settled  back  in  his  chair  and  smiled  at 
the  apparent  recollection  of  what  he 
was  going  to  tell,  "I  had  found,  at  a 
station  on  a  foreign  line  of  my  terri- 
tory, an  agent  whom  I  could  not  seem 
to  make  warm  up  to  me  in  the  slight- 
est. He  was  coldly  courteous  only, 
volunteered  nothing  in  the  way  of  in- 
formation or  help,  and  if  asked  for  in- 
troductions as  a  means  of  getting  at 
certain  citizens  in  his  town,  he  was 
either  evasive,  too  busy,  or  pretended 
not  to  know  the  party.  I  tried  all  the 
wiles  that  I  knew  of  to  gain  his  friend- 
ship without  avail.  I  studied  him  as 
carefully  as  I  knew  how,  but  could  not 
seem  to  penetrate  the  shell  of  reserve 
in  which  he  seemed  to  be  encased  as 
far  as  I  was  concerned.  But  there  was 
some  important  business  in  his  town 
that  I  was  exceedingly  anxious  to  se- 
cure, to  get  a  line  on  which  it  seemed 
rather  necessary  that  I  have  some  aid, 
suggestions  or  introductions  from  this 
agent.  But  there  was  'nothing  doing' 
from  him.  So,  apparently  at  the  end 
of  my  resources,  I  went  to  the  Ram- 
bler for  advice  and  possible  aid. 

"The  Rambler  said  if  he  ever  knew 
the  man  it  was  so  long  ago  that  he 
had  forgotten  him.  Consequently  he 
questioned  me  closely  as  to  all  I  knew 
of  him,  what  methods  I  had  employed 

to  pierce  his  armour  of  reserve,  and 
what  conclusions  I  had  reached  as  to 
his  characteristics.  Then  he  gave 
much  time  to  questioning  me  as  to  the 
station  itself.  What  helpers  did  the 
agent  have?  Where  was  his  ticket  of- 
fice located,  and  many  other  such  in- 
quiries, even  going  into  the  matter  of 
whether  there  were  any  benches  or 
other  outside  seats  at  the  station. 
Some  of  the  questions  he  asked  seemed 
to  me  to  have  practically  nothing  to 
do  with  how  best  to  get  at  my  man, 
but  I  answered  them  all  to  the  best 
of  my  ability  and  the  Rambler  then 
said  that  he  would  think  the  matter 
over  and  let  me  hear  from  him  in  a 
day  or  so.  When  therefore,  I  was  in 
on  the  following  Saturday  he  sent  for 
me  and  gave  me  instructions  to  the 
following  effect :  'This  agent,'  he  said, 
'I  have  learned  is  of  long  experience 
in  the  business,  but  has  recently  been 
transferred  from  another  station  at 
which  he  was  located  for  many  years. 
The  change  he  considers  was  a  bit  of 
a  let-down,  although  he  receives  the 
same  pay  as  formerly.  Just  at  pres- 
ent, however,  he  is  a  bit  sore,  as  the 
saying  is,  with  things  in  general.  This 
may  partially  account  for  his  failing  to 
warm  up,  not  only  to  you,  but  I  have 
learned  to  others.  In  fact,  even  among 
his  old  acquaintances  he  is  beginning 
to  be  called  an  old  grouch.  I  don't 
know  what  I  can  do  for  you  with  him ; 
I  am  afraid  it  is  a  matter  of  your  own 
personality  and  tact,  but  I  will  go 
down  there  and  look  the  situation  over 
and  possibly  between  us  something  to 
the  good  may  come  of  it.  But  I  want 
you  to  do  exactly  as  I  tell  you  in  every 
particular,  and  above  all  things,  when 
we  are  together  there,  ask  me  no  ques- 
tions in  that  agent's  presence  that 
touch  either  directly  or  indirectly  on 
business  pertaining  to  either  his  road 
or  ours.  Now  listen  attentively  to 
what  little  I  want  you  to  do.  Next 

Monday  night  you  can  make  X 

City,  which  city,  if  you  are  not  al- 
ready familiar  with  the  fact,  is  located 
on  a  branch  of  the  grouch's  road  about 
twenty  miles  distant  from  his  station. 


There  is  a  train  goes  over  in  the  morn- 
ing that  reaches  the  latter  about  an 
hour  before  the  arrival  there  of  the 
main  line  Phantom  Express.  You  go 
over  Tuesday  morning  on  that  branch 
train  and  spend  the  hour  before  the 
arrival  of  the  Phantom  as  best  you 
may  with  that,  agent;  renewing  your 
efforts  diplomatically,  but  with  not  too 
much  evident  desire  to  thaw  him  out. 
A  bit  of  indifference  rightly  applied 
will  not  hurt  him  or  your  cause.  If 
he  shows  signs  of  considering  you  a 
bore  long  before  the  hour  is  up,  let 
him  alone.  Wander  around  the  station 
in  its  vicinity  as  you  please,  but  with- 
out keeping  yourself  wholly  out  of  his 
sight  for  too  long  a  time.  In  other 
words,  don't  let  him  forget  that  you 
are  'round  about,  although  it  is  just  as 
well  if  he  gains  the  impression  that 
you  are  not  there  solely  to  see  him. 
If  he  seems  to  particularly  dislike  your 
company  that  morning,  be  sure  and 
not  be  within  speaking  distance  of  him 
during  those  wanderings.  When  the 
Phantom  comes  in  I  will  alight  from  it 
and  you  can  be  reasonably  surprised 
to  see  me.  From  then  on  just  drift 
with  me,  and  let  me  do  the  talking. 
But  above  all  things,  do  not  attempt  to 
rush  me  up  to  that  agent  to  give  me 
an  introduction.  Don't  attempt  to  in- 
troduce me  or  get  us  together  at  all 
until  I  accidently,  if  I  do  at  all,  knock 
off  your  hat.  Then  make  it  a  casual 
introduction  and  do  not  act  as  though 
you  expected  me  to  pay  any  more  at- 
tention to  him  than  the  civilities  of  an 
ordinary  introduction  would  require. 
Don't  be  surprised,  or  make  any  move 
or  comment,  if  I  take  you  away  from 
that  station  without  practically  talk- 
ing to  that  agent  or  making  any  ap- 
parent effort  to  get  you  together.' 

"I  wondered  somewhat  at  this  pe- 
culiar line  of  talk  from  the  Rambler, 
but  agreeing  to  do  what  he  said  I 
went  to  X—  -  City  Monday  night 
and  over  to  the  agent's  station  the  next 
morning,  according  to  the  program. 
As  I  anticipated,  the  agent  gave  me 
practically  no  opportunity  to  further 
cultivate  his  acquaintance,  saying  he 

had  a  lot  to  do  before  the  Phantom 
came  down.  Hence,  as  suggested  by 
the  Rambler,  I  drifted.  While  doing 
so  I  incidentally  scraped  up  a  fair  ac- 
quaintance with  the  baggage  man  and 
general  assistant  about  the  station,  who 
seemed  to  be  as  genial  in  disposition 
as  his  superior  was  grouchy. 

"In  due  time  the  Phantom  arrived 
and  for  a  few  minutes  I  began  to  be 
afraid  the  Rambler  was  going  to  dis- 
appoint   me,    for    I    did    not    see   him 
among  those  that  got  off  the  train.  He 
finally  made  his  appearance,  however, 
by  jumping  off  the  baggage  car  follow- 
ing a  trunk  on  the  end  of  which  his 
own  initials  were  painted.    'Was  afraid 
that  baggage  man  would  forget  to  put 
my  trunk  off,'  he   said  to  me  in  the 
way  of  greeting,  as  he  stood  beside  his 
property  and  awaited  for  the  station 
baggage  man  to  come  up  for  it  with 
his  truck.     It  happened  to  be  the  only 
trunk  put  off  at  the  station  that  morn- 
ing, and  when  the  baegage  man  got 
around   to  it  the  Rambler  in  a  most 
genial  manner  said  to  him,  'Hello,  my 
friend,  just  re-check  this  please  to  K. 
Station.     The    Phantom    doesn't    stop 
there  you  know,  but  I  thought  I'd  rath- 
er come  down  on  the  through  train  and 
wait  over  here  in  good  company  like 
yours  for  the  local  that  follows  in  a 
half-hour  than  to  be  pottering  all  the 
way  through  on  that  accommodation. 
You  are  good  company,  aren't  you?'  he 
said,  with  that  rare  smile  of  his  that  he 
sometimes  wears,  and  that  his  friends 
say  is  the  smile  'that  won't  come  off.' 
At  the  same  time  he  passed  the  man  a 
cigar  as  he  prepared,  by  taking  a  box 
of  matches  out  of  his  pocket,  to  light 
up  one  himself.     'I  may  be  good  com- 
pany/ retorted  the  baggage  man  with 
a  good-natured  grin,  'but  I'm  afraid  I 
will  be  too  busy  to  entertain  you  very 
much.      Give   me   your  check,   please. 
Got  a  ticket?     Why  didn't  you  get  it 
checked  through?'  he  added,  as  on  re- 
ceiving the  Rambler's  claim  check  he 
detached  the  strap  check  from  the  trunk 
and  was  about  to  start  off  to  make  the 
re-checking.      'It    would    have    gotten 
there  on  the  same  train  that  it  will  now 



and  have  saved  both  you  and  myself 
some  bother.' 

"Say,"  remarked  Slim,  divergingly, 
"that  Rambler  should  have  been  an  ac- 
tor. I  mean  a  real  one  on  the  stage. 
You  ought  to  have  seen  the  innocent 
and  surprised  expression  on  his  face  as 
he  replied  to  that  mild  rebuke  at  not 
having  checked  through. 

"  'I  never  thought  of  that/  he  said. 
'But  then,  perhaps  it  is  better  this  way 
after  all,  it  might  have  gotten  lost  un- 
less I  saw  it  through ;  I  kept  pretty 
close  watch  on  it  in  the  baggage  car 
coming  down.     Of  course,'  he  added 
quickly,  'it's  all  right  here  with  you, 
but  one  can  never  tell  what  will  hap- 
pen to  a  trunk  en  route ;  it  might  have 
gotten  lost  somehow.'    'Lost  nothing!' 
exclaimed    the    baggage    man,    more 
amused  than  put  out  by  the  Rambler's 
air  and  manner,  for  he  rather  shrewdly 
guessed  that  the  latter  was  not  such  a 
tenderfoot  as  he  appeared.     'Nothing 
is  ever  lost  on  this  road,'  the  man  con- 
tinued, as  he  started  off  to  get  new 
checks  for  the  trunk,  'and  above  all,'  he 
added,  'you  couldn't  lose  anything  on 
this  main  line  of  it.'     'Hold  on,  hold 
on !'  said  the  Rambler,  putting  a  hand 
on  his  shoulder  and  lightly  detaining 
him,  'I  am  not  so  sure  of  that.     It  re- 
minds me  of  the  newspaper  story  that 
is  going  the  rounds,  of  an  impatient 
conductor  who  said  to  a  man  on  the 
train  who  was  searching  his  pockets, 
'you  couldn't  have  lost  your  ticket  you 
know.'     'Couldn't,   eh?'   said  the  pas- 
senger.    'I  lost    a    bass    drum    once.' 
"This    brought    forth    a    laugh    which 
seemed  to  put  the  baggage  man  in  a 
rather  friendly  mood  toward  the  Ram- 
bler, so  that  when,  on  moving  to  start 
off  again  and  being  again  detained  by 
the   Rambler,  who  at  the   same   time 
slipped  him   a   quarter,   he   made   but 
slight  demur  on  the  Rambler's  unex- 
pected request  that  he  move  that  trunk 
of  his  over  into  the  shade,  up  against 
the  side  of  the  station,   and   near  an 
outside    open    window    of    the    ticket 
office.    Of  course,  the  baggage  man  re- 
marked that  it  was  an  unnecessary  pro- 
cedure, as  the  trunk  would  be  picked 

up  at  practically  the  same  place  where 
it    then    stood.     When,    however,    the 
Rambler  jokingly  told  him  that  he  had 
butter  in  it  and  that  he  was  afraid  it 
would  melt  out  there  in  the  sun,  to  say 
nothing  of  the  fact  that  there  was  no 
seat  outside  of  the  station  for  him  to 
sit  down  on,  while  with  the  trunk  there 
in  the  shade,  he  could  rest  decently  by 
sitting  on  its  end,  the  man  good  na- 
turedly  gave  in  and  placed  the  trunk  in 
the  spot  pointed  out  by  the  Rambler, 
remarking  as  he  did  so,  'maybe  you 
could  lose  a  bass  drum,  but  if  you  will 
now  sit  on  this  trunk  you  will  probably 
not  lose  it.'    'Nothing  slow  about  you, 
I    guess,'    was    the    response    of    the 
Rambler,  as  by  a  backward  spring  he 
perched  himself  on  the  end  of  the  trunk. 
Puffing  vigorously  on  his  cigar  for  a 
moment,  then    taking    it    out    of    his 
mouth  and  looking  at  the  lighted  end 
to  see  if  it  was  burning  right,  he  hastily 
continued    before    the    fellow    had     a 
chance  to  get  away,  'your  not  being 
slow  evidently  proves  that  you're  not 
working  for  a  railroad  that  I  read  about 
the  other  day  in,  I  think,  Puck.     The 
president  of  that  road,  you  know,  was 
telling  the  corporation  lawyer  that  an- 
other farmer  was  suing  on  account  of 
his  cows,  and  on  the  lawyer  asking  him 
if  the  cows  had  been  killed  by  their 
trains,  the  president  said,  'No,  he  com- 
plains that  our  passengers  are  leaning 
out  of  the  windows  and  milking  his 
cows  as  the  trains  go  by.'   This  caused 
the  baggage  man  to  evidently  change 
his  mind  as  to  proceeding  about  his 
business  for  a  moment  or  so  longer,  for 
he  fished  the  cigar  out  of  his  pocket 
that  the  Rambler  had  given  him  and 
lit  it,  the  Rambler  passing  over  his  box 
of  matches  for  him  to  do  so.     In  re- 
turning the  matches  with  thanks,  he 
accidentally  fumbled  the  box,  so  that 
the    Rambler,    to    recover    them    was 
obliged  to  make  a  quick  motion,  which 
so  jarred  his  body  that  ashes  from  off 
the  end  of  his  cigar,  which  had  been 
going  good  since  his  scrutiny  of  a  mo- 
ment before,  fell  into  his  lap.    The  bag- 
gage  man   made   an   apology   for  his 
awkwardness,   to  which   the   Rambler 



cheerfully  said,  'never  mind,'  as  he  be- 
gan brushing  the  ashes  off  his  clothes 
with  his  hand.     Finding  that  he  was 
making  rather  sorry  work  of  it,  he  re- 
marked that  a  broom  brush  might  be 
better,  but  as  it  was  he  was  reminded 
of  a  little  jingle  that  he  had  recently 
read  in  either  Puck  or  Judge,  he  didn't 
remember  which,  which  ran : 
The  Porter,  with  his  stubby  broom, 
I  cannot  slay  and  slaughter. 
But,  like  a  buccaneer  of  old, 
I'll  render  him  no  quarter! 

'  'I  don't  believe  it!'  said  his  hearer, 
as  he  leaned  on  his  truck  and  slowly 
shook  his  head  at  the  Rambler.  'A 
man  that  would  give  a  baggage  man 
a  quarter  to  move  his  trunk  into  a 
shady  corner  so  that  he  could  sit  on  it 
while  waiting  for  a  train,  would  not  be 
at  all  likely  to  turn  down  a  poor,  hard- 
working Pullman  porter  in  .the  little 
matter  of  a  brush-off.  But  I've  work 
to  do  and  must  be  going!'  'Well,' 
dryly  remarked  the  Rambler,  'As  we 
don't  want  the  whole  transportation 
department  of  your  road  tied  up  on  ac- 
count of  your  little  loafing,  perhaps  we 
had  better  let  you  go.  But,  speaking 
of  transportation  tie-ups,  I  am  remind- 
ed of  what  Judge  said  Aloysius  McFee 
said,  which  was  that  he,  McFee,  pro- 
posed to  his  wife  in  a  taxi.  That  either 
went  over  his  head,'  said  the  Rambler 
to  me,  'or  he  didn't  hear  it(  for  the 
man  was  pushing  his  truck  down  the 
platform  toward  his  baggage  room.1 
'Wait  a  minute,  until  I  holler  after 
him!'  What  for,  I  said,  haven't  you 
bothered  him  enough?  'Not,'  contin- 
ued the  Rambler,  as  though  he  had  not 
heard  my  interruption,  'that  I  neces- 
sarily needed  a  megaphone,  for  you 
know  I  used  to  be  in  public  life,  in 
which  connection  I  had  a  reputation  for 
a  voice  with  what  they  called  carrying 
power.  Here,  let  me  read  you  about 
it,'  and  hastily  bringing  out  a  mem- 
orandum book  from  his  pocket,  he  pro- 
ceeded to  take  therefrom  two  or  three 
clippings.  One,  which  was  credited  to 
the  Birmingham  Age  Herald,  he  pro- 
ceeded to  read  to  me.  Here  it  is,  said 
Slim,  taking  that  and  other  clippings 

from  an  envelope  in  his  pocket,  the 
Rambler  gave  it  to  me  afterwards".  It 
read  as  follows : 

"To  look  at  me  now,  mum,  you 
wouldn't  think  that  I  used  to  be  in 
public  life,"  said  the  tattered  visitor. 
"Dear  me !"  exclaimed  the  sympathetic 
housewife.  "Were  you  a  member  of 
Congress  or  something  like  that?"  "No, 
mum,  I  was  train  announcer  in  one  of 
the  largest  railroad  stations  in  the 

On  my  finishing  the  reading  Slim 
went  on  with  his  narrative,  saying  that 
the  Rambler  kept  rattling  on  with  sto- 
ries and  talking  to  him  about  things 
that  they  saw  going  on  about  them. 
"He  was,"  continued  Slim,  "apparent- 
ly unconscious  of  a  fact  that  I  had  no- 
ticed for  some  time.  That  was  that 
the  station  agent  had  been  leaning  out 
of  his  window  for  quite  a  while  listen- 
ing to  the  talk.  Beyond  giving  him  a 
slight  bow  of  recognition,  I  had  paid 
no  attention  to  him,  remembering  the 
Rambler's  general  instructions.  But  I 
did  not  understand  why  the  Rambler 
did  not -seem  to  notice  him,  or  to  be 
even  aware  of  his  presence.  However, 
I  waited  in  vain  to  have  my  hat 
knocked  off,  even  when  I  had  become 
convinced  that  the  Rambler  knew  of 
the  agent's  presence,  but  was  purpose- 
ly ignoring  him.  So  we  continued  to 
talk  between  ourselves,  Rambler  sit- 
ting on  the  end  of  his  trunk,  swinging 
his  legs  and  banging  his  heels  against 
its  side,  while  I  leaned  back  against  the 
station  wall,  the  pair  of  us  probably 
having  to  a  casual  observer  all  the  ap- 
pearance of  being  two  bored  individ- 
uals waiting  for  the  train.  'That  fel- 
low over  there,'  he  pointing  across  the 
track  as  he  felt  in  his  vest  pocket  for 
another  cigar,  'pinching  that  freight 
car  along  on  the  siding,  suggests  a  joke 
that  one  of  the  college  papers  recently . 
incubated  under  the  title  of  'Twasn't 
Fair.'  It  went  to  the  effect  that  the 
answer  to  the  question  as  to  what  was 
the  fastest  time  made  by  the  junction 
train  was :  a  train  with  three  passen- 
gers made  the  trip  in  seventeen  min- 
utes and  forty-two  seconds,  but  it  was 



discovered  later  that  the  brakeman  was 
pushing.  That  in  turn  reminds  me,' 
he  went  on,  'of  the  Philadelphia  Rec- 
ord's little  joke  about  suburban  trains, 
it  saying  that  on  being  asked  by  a  pros- 
pective purchaser  if  late  trains  were 
run  to  a  certain  suburban  station,  the 
real  estate  agent  promptly  answered, 
'sure,  all  our  trains  are  generally  late/ 
"This  rapid  fire  of  story  and  com- 
ment to  both  the  baggage  man  and  my- 
self, had  been  kept  up  by  the  Rambler 
in  a  tone  of  voice  which,  while  not 
boisterous,  was  of  sufficient  loudness 
to  reach  the  agent's  ears.  This  last  I 
began  to  perceive  sometime  before  the 
end,  was  exactly  what  was  being  aimed 
at.  I  also  noted  that  it  was  appar- 
ently having  its  desired  effect,  for  I  ob- 
served with  surprise  on  several  occa- 
sions a  smile  or  a  quiet  laugh  from  my 
hitherto  grouchy  acquaintance  when 
he  did  not  know  I  was  looking.  If  the 
Rambler  also  noticed  that  the  agent 
was  interested,  and  that  at  times  he 
even  laughed  a  bit,  he  made  no  sign. 
On  the  contrary,  he  kept  talking  away, 
or  making  me  talk,  on  subjects  that  he, 
by  direct  inquiry  or  by  implication, 
controlled  until  he  saw  the  baggage 
man  coming  back  toward  us  with  his 
truck.  On  looking  at  our  watches  it 
was  discovered  that  the  half  hour  was 
nearly  up  and  that  he  was  evidently 
making  for  the  trunk;  at  which  the 
Rambler  jumped  down  from  his  seat 
and  with  some  kind  of  a  jolly  allowed 
him  to  wheel  it  away.  After  he  had 
gotten  out  of  ear  shot,  the  Rambler 
turned  suddenly  onto  the  ticket  agent, 
who  was  still  in  his  window,  and  whom 
I  have  said  was  apparently  not  noticed 
before,  and  passed  him  one  of  the  little 
newspaper  clippings  that  he  had  taken 
out  some  time  before  and  still  held  in 
his  hand.  'Here,'  he  said,  with  a  per- 
functory bow  such  as  one  would  give 
to  the*  stranger  of  whom  a  passing  in- 
quiry was  being  made,  although  with 
one  of  his  most  engaging  smiles,  'is 
something  I  think  that  baggage  man 
would  appreciate,  and  which  I  forgot 
to  tell  him  about.  Give  it  to  him,  will 
you  please,  sometime  when  he  is  not 

busy.'  Then,  turning  to  me,  he  said : 
'Come  on,  Slim,  we'll  go  down  to  K. 
Station  together.'  As  we  walked  down 
the  platform  I  noticed  the  agent  was 
reading  the  slip  the  Rambler  had  given 
him,  and  later,  when  the  Rambler 
looked  in  his  direction,  he  with  a  smile 
on  his  face  waved  his  hand  at  him, 
holding  the  slip  up  and  nodding  as 
much  as  to  say  'that  is  a  good  one/ 

"What  was  on  the  slip,  do  you 
know?"  I  asked  Slim.  "Yes,  I  have 
another  copy  of  it  here,"  was  the  re- 
sponse, "for  you  can  imagine  I  was  so 
curious  as  to  ask  the  Rambler  about  it 
and  he  later  hunted  up  a  duplicate." 
The  item  was  from  the  London  Sketch, 
was  entitled  'One  on  Jock,'  and  read  as 
follows :  Irate  Passenger  (who  sees 
his  trunk  on  the  platform  as  the  train 
moved  out)  :  "Why  didn't  you  put  my 
luggage  in,  you  blithering  old  ass?" 
Porter:  "There's  mair  sense  in  yer 
trunk  than  there  is  in  yer  heid,  mon. 
It's  you  that's  in  the  wrang  train !'' 

"Go  on,"  I  said,  as  I  handed  the  clip- 
ping back  to  Slim,  "what  happened 
next?  Doesn't  seem  as  though  you  or 
the  Rambler  had  either  of  you  gotten 
along  very  far  with  that  agent  so  far." 
"That's  what  I  thought,"  said  Slim,  as 
he  settled  further  back  in  his  chair  and 
laughed  softly  as  if  amused  at  the  rec- 
ollection. "I  said  as  much  when  we 
got  on  the  train,  and  rather  reproach- 
fully, I  fear,  suggested  to  the  Rambler 
that  he  had  not  given  me  a  chance  to 
introduce  him  unless  I  had  made  some 
mistake  in  the  program  and  had  failed 
to  recognize  my  cue."  'You  did  per- 
fectly right,'  was  the  prompt  response. 
'In  fact,  much  better  than  I  thought 
you  would.  Don't  you  see  into  the 
game  yet?  I  didn't  want  an  introduc- 
tion to  him ;  things  were  shaping  them- 
selves too  much  to  my  liking  without 
it.  What  do  you  gather  from  what 
you  have  seen  within  the  last  half 
hour?'  "I  confessed  to  not  being  able 
to  gather  very  much  in  the  matter, 
whereat  the  Rambler  laughed  and  said, 
'O  Slim,  O  Slim !  Outside  of  specific 
things  you  have  wanted  that  agent  to 
do  for  you,  what  have  you  been  trying 



to  do  with  him  without  success  ever 
since  you  first  met  him?'  "I  thought 
hard  before  replying,"  continued  Slim, 
"for  I  saw  that  the  Rambler,  notwith- 
standing his  apparent  surface  levity, 
was  really  working  out  for  me  some- 
thing that  he  at  least  hoped  would  bear 
fruit  along  the  line  of  my  desire.  In 
fact,  I  thought  long  and  earnestly, 
while  the  Rambler  eyed  me  kindly,  but 
thoughtfully  until  he,  I  reckon,  thought 
I  was  not  going  to  be  able  to  answer 
his  question ;  for  at  times  while  I  was 
trying  to  think  he  gently  crowded  me 
by  saying:  'Well?'  "Finally  it  came 
on  me  in  a  flash  what  kind  of  a  reply 
the  Rambler  probably  wanted.  So  I 
said  hopefully,  I've  been  trying  to  find 
out  the  nature  of  the  man.  I  suppose. 
What  his  likes  and  dislikes  are,  his 
weaknesses  or  his  strong  points,  that  I 
may  understand  better  how  to  be  ac- 
ceptable to  him  and  thereby  benefit  di- 
rectly or  indirectly  myself  and  through 
me  our  road.  'Right,'  beamed  the  Ram- 
bler, 'you're  progressing,  Slim.  You'll 
get  there — some  time.  Now,  do  you 
see  where  I  have  come  in  for  you?  But, 
no,  I'll  not  tax  your  thinking  powers 
further  for  the  moment,  as  we  will 
reach  our  station  shortly,  but  here  is 
the  point.  You  tried  in  various  ways 
to  get  at  some  one,  or  all  the  points 
you  mention  in  regard  to  that  man  and 
failed.  I,  however,  by  taking  a  long 
chance  in  possibly  a  rather  cheap  way, 
have  by  my  nonsense  and  overdone 
story-telling  learned  that  he  has  a  sense 
of  humor.  An  attribute  that  he  never 
gave  you  a  look-in  at.  I  purposely 
avoided  trying  to  learn  that  by  direct 
means,  for  had  I  attempted  to  draw 
him  out  by  personal  contact,  such  is 
his  present  mood  that  he  would  prob- 
ably have  drawn  himself  into  his  shell 
and  given  no  intimation  of  what  is  un- 
derneath the  surface  with  him.  You 
say  he  is  grouchy.  Maybe  he  is  at  pres- 
ent, but  it  is  not  natural  to  him.  It  is 
something  of  recent  acquirement,  due 
possibly  to  some  disappointment  or 
some  particular  burden  that  he  has  on 
his  mind  that  we  know  nothing  of.  But 
good  nature  is  never  far  away  from  a 

man  who  has  a  saving  grace  of  humor ; 
and  he  evidently  has  that  grace,  as 
evinced  by  his  interest  in  my  stories. 
Now,  campaign  in  some  way  in  your 
mind,  as  would  an  engineer  in  working 
out  a  problem  in  hydraulics,  to  get  at 
subtly,  but  rationally,  the  humor-lov- 
ing side  of  that  man's  nature.  Don't 
try  to  crowd  it  down  his  throat,  and 
don't  be  as  brash  about  it  as  I  was  to- 
day. But  get  there  with  it  somehow! 
It's  one  of  your  problems  now,  and  the 
success  of  your  working  it  out  depends 
on  your  own  individuality  and  acumen. 
You  see,  don't  you?'  he  continued,  'why 
I  did  not  want  an  introduction  at  this 
time.  He's  bright  enough,  and  it  would 
not  have  taken  him  long  to  put  two  and 
two  together  and  surmise  that  I  had 
come  down  on  purpose  to  try  and  help 
you  out  with  him.  That,  of  course, 
would  have  been  fatal.  He  has  tempo- 
rarily set  his  mind  against  you,  but  in 
the  long  run  he  will  thaw  out  if  you 
learn  to  handle  him  right.  He  is  not  a 
bad  fellow  at  all,  and  is  not  a  grouch  by 
nature.  You  will,  however,  be  the  fast- 
er friends,  if  you  ever  get  together  at 
all,  for  you're  having  apparently  won 
him  over  through  your  own  personal- 
ity. He'll  remember  me  later,  and  the 
recollection  will  do  you  more  good  if  it 
conies  to  him  as  an  apparent  incidental 
matter  rather  than  in  connection  with 
an  attempted  butting-in.J 

"Of  course,"  concluded  Slim,  as  he 
changed  his  position  in  his  chair  pre- 
paratory to  leaving,  "I  saw  the  Ram- 
bler's reason  for  acting  as  he  did,  but 
it  was  a  queer  way  to  get  at  the  mat- 
ter, wasn't  it?"  "Oh,  I  don't  know,"  I 
replied.  "Maybe  so.  But  what  in  the 
meantime  have  you  been  doing  to  fur- 
ther the  Rambler's  plan  of  campaign 
with  that  agent?"  "I've  not  been  back 
there  since,"  was  the  reply,  "but  in  the 
meantime  I  have  been  doing  a  lot  of 
thinking.  Just  what  I'll  say  when  I 
get  there  I  imagine  will  not  be  what 
I  now  think  it  will  be.  However,  my 
thinking  will  probably  get  me  nearer 
the  right  way  than  would  have  been 
the  case  but  for  the  Rambler's  little  ob- 
ject lesson.  By  the  way,"  he  added,  as 



he  took  from  his  memorandum  book  a 
clipping  and  passed  it  to  me,  "that  re^ 
minds  me.  When  I  do  go  I  am  to  give 
that  story  to  the  agent  with  the  Ram- 
bler's compliments  and  apologize  for 
him,  not  for  myself  (the  last  the  Ram- 
bler's specific  instructions)  for  his,  the 
Rambler's,  not  introducing  himself  that 
time  he  stopped  over  for  half  an  hour; 
claiming  as  his  excuse  that  he  did  not 
notice  him  until  just  as  the  train  came, 
at  the  time  when  he  handed  him  the 
baggage  man's  slip,  and  that  he  was 
afraid  he  would  get  left  if  he  stopped 
to  make  his  acquaintance."  "Don't  you 
think,"  I  asked,  "that  the  agent  will 
look  on  that  as  a  rather  thin  explana- 
tion and  be  offended  that  he  was  ig- 
nored?" "That's  what  the  Rambler 
thinks  he  will  be,"  was  Slim's  response. 
"In  fact,  he  rather  hopes  he  will  be 
peeved ;  says  it  will  do  him  good  in  the 
long  run  to  know  that  everyone  is  not 
running  after  him  as  long  as  he  is  in 
the  mood  not  to  meet  decent  fellows, 
like  myself,  half  way.  He  insists,  does 
the  Rambler,  that  at  heart  that  fellow 
is  all  right.  That  he  will  see  the  mat- 
ter from  that  point  of  view  when  his 
naturally  good  humor  gets  worked 
back  into  him." 

The  clipping  that  Slim  was  to  give 
him  was  from  the  People's  Home  Jour- 
nal, and  read  as  follows: 

"Little  Mary  had  never  seen  her 
Aunt  Anna,  and  was  much  delighted 
when  a  visit  was  promised  by  the  aunt. 
When  the  day  arrived  that  the  aunt 
was  due  a  telegram  was  delivered  at 
Mary's  home  which  read:  'Missed 
train.  Will  start  at  same  time  tomor- 
row/ Mary  stood  quietly  by  while  her 
mother  read  the  telegram,  and  then 
burst  into  tears.  'Why,  darling/  cried 

the  mother,  anxiously,  'what  in  the 
world  is  the  matter?'  'Oh,  mother/ 
replied  the  child  between  her  sobs.  'I 
will  never  see  my  Aunt  Anna  after  all/ 
'Never  see  her!'  exclaimed  the  mother 
in  surprise.  'What  do  you  mean,  dear?' 
'Why,  mother/  explained  the  child, 
'she  says  she  will  start  the  same  time 
tomorrow,  and  if  she  does  she  will  lose 
her  train  again,  won't  she?' 

"What  do  you  think  is  the  Rambler's 
object  in  having  that  story  come  from 
him?"  I  asked.  "Oh,"  was  the  quick 
response,  "I've  got  that  figured  out  to 
a  hair.  Partially  as  an  introduction  to 
his  message  that  I  am  to  give  and  par- 
tially to  let  the  agent  see  that  he  un- 
derstands the  humorous  phase  of  his 
character;  but  chiefly  to  touch  up  that 
agent's  funny  bone  in  association  with 
me  without  its  being  me  that  does  it." 
"By  the  way,"  I  said,  as  I  passed  the 
story  back  to  Slim,  "where  did  you  and 
the  Rambler  go  after  you  boarded  the 
local  train?"  "I  kept  on"  was  the  re- 
ply, "some  distance  down  the  line  to 
a  place  that  I  wanted  to  make,  but  the 
Rambler  took  an  up  train,  that  met 
ours  at  the  K.  Station,  immediately 
back  home."  "Eh?"  I  said,  "he  carried 
that  trunk  back  with  him,  did  he?  Won- 
der what  on  earth  he  started  with  it 
for  on  that  kind  of  a  trip."  "That's 
just  what  I  asked  him,"  laughed  Slim, 
as  he  rose  to  go,  "and  he  replied,  'you 
told  me  there  were  no  outside  seats 
around  that  station,  didn't  you?  How 
was  I  to  get  a  seat  under  or  near  the 
agent's  outside  window  if  I  didn't  carry 
that  trunk  with  me  ?  And  without  such 
a  seat  how  would  he  have  heard  what 
I  had  to  say?  By  the  way/  he  also 
said,  'that  baggage  man  really  saved 
the  situation,  I  expect.  Wish  I  had 
given  him  a  dollar.'  " 

Service  Notes  of  Interest 

Schedule  changes  will  be  made  Sunday, 
July  15th,  on  the  Illinois  Central,  which 
in  rough  outline  will  be  as  follows: 

Train  No.  10,  the  Seminole  Limited  north- 
bound, will  leave  Birmingham  at  12:35  P.  M. 
instead  of  12:15  P.  M.  and  arrive  at  Chi- 
cago at  8:15  A.  M. 

Between  Fulton  and  Memphis,  trains  Nos. 
109,  203,  and  136  will  be  discontinued.  New 
local  train,  No.  133,  will  be  scheduled  to  run 
between  Fulton  and  Memphis,  leaving  Fulton 
at  5:29  A.  M. 

The  Chicago-Memphis  sleeping  car  now 
handled  on  the  Seminole  Limited,  south- 


hound  on  trains  Nos.  9-109,  and  north- 
bound on  trains  110-10,  will  be  handled 
southbound  on  train  No.  3;  no  change  north- 
bound. Train  No.  1  will  make  regular  stop 
at  Rantoul,  111. 

Tram  JNo.  3,  in  addition  to  stopping  at 
Covington  and  Dyerstmrg,  Tenn.,  to  dis- 
charge sleeping  car  passengers  from  points 
north  of  Ashley,  will  also  stop  .at  Coving- 
ton  and  Dyersburg  to  discharge  sleeping 
car  passengers  from  St.  Louis  and  East 
St.  Louis. 

Minor  local  changes  and  small  adjust- 
ments will  also  probably  be  made. 

In  addition  to  the  above  changes  for 
July  15th,  attention  is  called  to  the  follow- 
ing equipment  changes  that  have  recently 
been  made  and  which  are  now  in  effect: 

Cincinnati-New  Orleans  chair  cars  are 
now  operated  in  trains  Nos.  103  and  104 
between  Cincinnati  and  Memphis  only,  they 
having  been  discontinued  on  trains  Nos.  3 
and  4  south  of  Memphis.  The  through  chair 
cars  between  St.  Louis  and  Memphis,  form- 
erly handled  in  trains  Nos.  203  and  104- 
204,  have  been  discontinued. 

The  12  section  drawing  room  sleeping 
car  formerly  operated  between  Chicago  and 
Omaha  in  trains  Nos.  13  and  14  is  now 
operated  between  Chicago  and  Waterloo 
only  on  the  same  trains. 

Minor  schedule  changes  have  been  re- 
cently made  on  Western  Lines  between  Fort 
Dodge  and  Sioux  City  and  Sioux  Falls, 
which  are  now  in  effect.  The  most  of  the 
changes  are  of  slightly  later  departures,  but 
earlier  departures  are  as  follows:  Train 
No.  15  leaves  James  4:13  P.  M.,  train  No. 
611  leaves  LeMars  7:10  A.  M.,  train  No. 
f»31  leaves  Remsen  9:30  A.  M.,  Oyens  9:40 
A.  M.,  LeMars  9:55  A.  M.,  Merrill  10:10 
A.  M.,  Hinton  10:24  A.  M.,  James  10:30 
A.  M.,  Leeds  10:35  A.  M.;  train  No.  716 
leaves  Primghar  7:00  A.  M.,  Gaza  7:10, 
Calumet  7:25  A.  M. 

"The  ordinary  third-class  Indian  (Hin- 
du) passenger,  undertaking  a  journey  by 
rail,  usually  arrives  at  the  departure  sta- 
tion many  hours  before  his  train  leaves. 
It  is  still  a  common  sight  to  see  groups 
of  this  class  of  passenger  at  practically  all 
the  big  railway  terminii  sitting  about  the 
station  and  waiting  for  a  train  that  suits 
their  convenience,  the  convenient  departure 
hour  coming  along  after  they  have  a  meal 
or  after  the  sun  has  gone  down,  or  for  one 
or  other  similar  reasons,  equally  unim- 

The  foregoing  is  quoted  from  "The 
Indian  Railway  Gazette,"  and  describes  a 
further  example  of  the  extreme  differences 
in  "habit"  between  the  people  of  the  "East" 
and  of  the  "West." 

The  fact  that  the  traveller  in  Canada 
and  the  United  States  does  not  arrive  at 
the  station  "many  hours  before  his  train 
leaves,"  but,  frequently,  goes  to  the  other 
extreme,  and  "cuts  it  fine,"  is  a  good  rea- 

son why  prompt,  smart  service  at  the  ticket 
wicket  is  an  expression  of  efficiency. 

One  valuable  aid,  and,  generally  speak- 
ing, an  essential  to  smart  wicket  service,  is 
a  proper  familiarity  with  tariffs  and  proper 
anaii&emeut  01  tnem  in  tariff  files. 

intelligent  attention  to  ticket  stock  is 
also  an  important  feature  to  be  watched. 

Smart  service  does  not  mean  doing  things 
in  a  brusque,  unthinking  and  careless  haste, 
but  rather  the  responding  to  passengers' 
requests  in  an  alert,  efficient,  intelligent 
and  ail  time  courteous  manner. 

With  the  ticket  wicket  open  for  business 
at  the  proper  time,  and  a  habit  of  imme- 
diately attending  to  each  passenger's  re- 
quest, even  the  brief  space  of  time  the 
average  traveller  allows  at  stations  for 
transacting  his  ticket  purchasing  business, 
checking  baggage,  etc.,  will  be  found  amply 
sufficient. — Grand  Trunk  Bulletin. 

The  war  situation  has  put  a  new  phase  on 
the  railway  management  m  tms  country, 
something  entirely  different  from  that  ever 
before  experienced.  A  railway  committee 
of  five  executives  located  in  Washington 
is  to  have  entire  charge  of  the  management 
of  all  the  roads  insofar  as  the  Government 
welfare  is  concerned.  An  idea  as  to  the 
functions  and  authority  of  this  committee 
can  be  gained  from  the  following  state- 
ment recently  issued  by  B.  L.  Winchell, 
director  of  traffic  of  the  Union  Pacific,  in 
which  he  said: 

"Under  this  plan  the  railroads  have  been 
amalgamated  for  all  purposes  and  in  effect 
there  is  only  one  nationwide  transportation 
system  in  the  United  States.  Terminals 
mean  nothing,  strife  for  Government  busi- 
ness is  eliminated  and  equipment  is  pooled. 

"This  committee  has  power  to  take  en- 
gines or  cars  from  the  Illinois  Central  and 
send  them  to  the  New  York  Central;  it 
has  authority  to  order  officers  and  em- 
ployes from  the  Union  Pacific  System  for 
service  elsewhere.  It  can  order  shipments 
diverted  from  one  road  to  another,  with- 
out regard  to  competitive  earnings.  Ex- 
pedition is  the  end  in  view. 

"This  step  was  taken  by  the  railroad  of- 
ficials in  a  broad  gauged  and  patriotic  way, 
which  eliminates  the  selfish  interests  of  any 
company.  The  plan  will  furnish  data  valu- 
able to  all  of  us  in  future  operation  of  our 
properties  along  the  lines  of  helpful  co- 
operation, pooling  of  equipment,  etc." — 
Railway  Journal. 

The  following  convention  announcements 
for  July  and  August,  1917,  should  be  care- 
fully gone  over  by  agents  and  kept  in  mind 
with  the  end  in  view  of  obtaining  business 
therefor  in  cases  where  applicable  to  their 

Illinois  Knights  of  Pythias,  DuQuoin,  111., 
July  16,  1917. 

Nat'l  Assn.  of  Real  Estate  Agts.,  Milwau- 
kee, Wis.,  July  23,  1917. 


Mosaic  Templars  of  America,  Little  Rock, 
Ark.,  July  10,  1917. 

Nat'l  Homestead  Assn.,  Boston,  Mass., 
July  18,  1917. 

Interstate  Trap  Shooters  Assn.  (Western 
Handicap),  St.  Joseph,  Mo.,  July  17,  1917. 

Retailers  Commercial  Union,  Chicago, 
July  30,  1917. 

National  Hay  Convention,  Chicago,  Julv 
24-26,  1917. 

Inland  Daily  Press  Assn.,  Chicago,  Aug. 
14,  1917. 

United  Presbyterian  Church  (Young  Peo- 
ples Christian  Union),  Chicago,  Aug.  1, 

National  Fraternal  Congress,  Chicago, 
Aug.  21,  1917. 

Iowa  Prosperity  Show,  Dubuque,  la.,  Aug. 
27,  1917. 

American  Powerboat  Assn.,  Minneapolis, 
Minn.,  Aug.  28,  1917. 

Nat'l  Meeting  Amer.  Home  Economic 
Assn.,  Minneapolis.  Minn.,  Aug.  22,  1917. 

Nat'l  Retail  jewelers  Assn.,  St.  Louis,  Mo., 
Aug.  27,  1917. 

Kappa  Delta  Sorority,  Birmingham,  Ala., 
Aug.  27,  1917. 

American  Life  Convention,  Grand  Rapids. 
Mich.,  Aug.  8.  1917. 

Interstate  Trap  Shooters  Assn.  (Grand 
American  Handicap),  Chicago,  Aug.  20-24, 

American  Federation  of  Catholic  Socie- 
ties. Kansas  City,  Mo..  Aug.  26,  1917. 

Manufacturers  &  Importers  Assn.  of 
America,  Chicago,  August,  1917. 

The  Burlington  announces  the  following 
by  circular: 

"To  enable  one-way  passengers  to  make 
detour  through  Yellowstone  National  Park, 
both  ways  via  the  Cody  Gateway,  the  fol- 
lowing arrangements  for  extension  of  limit 
of  one-way  tickets  will  be  in  effect  during 
the  1917  Yellowstone  Park  season,  June 
20th  to  September  15th,  inclusive,  1917. 

Second  Class  one-way  tickets,  reading  via 
the  Chicago,  Burlington  &  Quincy  Railroad 
to  or  from  Billings,  Mont.,  between  Casper, 
Sheridan.  Wyo.,  or  station  south  or  east 
thereof  on  the  one  hand,  and  Butte,  Helena, 
Great  Falls,  Mont.,  or  station  beyond  on  the 
other  hand,  will,  upon  presentation  to  agent 
at  Cody,  Wyo.,  immediately  upon  arrival, 
be  extended  the  number  of  days  required 
to  make  Park  tour,  plus  additional  number 
of  days  necessary  to  enable  passenger  to 
make  continuous  passage  trip  from  Frannie, 
Wyo.,  or  Billings,  Mont.,  to  destination,  but 
total  extension  will  not  exceed  ten  days. 
Agent  at  Cody  will  attach  necessary  ex- 
tension paster." 

been  discontinued:  Trains  NOB.  4  and  5 
between  Chicago  and  Cincinnati,  in  which 
connection  they  advise  that  the  Chicago- 
Old  Point  Comfort  sleeper  will  operate  be- 
tween Chicago  and  Richmond,  Va.,  being 
carried  eastbound  via  the  Big  Four  route 
between  Chicago  and  Cincinnati,  leaving 
Chicago  at  12:55  noon  daily.  Returning  the 
sleeper  will  arrive  at  Cincinnati  as  here- 
tofore on  C.  &  O.,  train  No.  5,  and  be 
attached  to  Big  Four  train  No.  15,  arriving 
at  Chicago  at  5:35  P.  M.  Owing  to  this 
change,  connections  are  requested  to  route 
through  business  to  reach  the  C.  &  O.,  at 
Cincinnati  instead  of  at  Chicago,  thus  using 
the  Big  Four,  Monon,  or  Pennsylvania  to 

In  addition  to  the  above  it  is  also  an- 
nounced that  C.  &  O.  trains  Nos.  6  and  1, 
between  Cincinnati  and  New  York,  have 
been  withdrawn. 

The  man  who  took  the  word  "operation" 
and  set  "co"  in  front  of  it  took  the  common 
clay  of  work- and  breathed  soul  into  it. 

Look  around  with  understanding  eyes  and 
you  will  see  that  Co-operation  is  but  an- 
other and  a  better  way  of  spelling  "Life." 

Co-operation  is  at  once  the  name  and 
definition  of  a  power  almost  as  limitless 
as  space,  the  secret  of  existence,  the  secret 
of  success. 

Where  co-operation  is  suspended,  Nature 
is  but  cold  stone.  A  business  without  co- 
operation is  soon  stone  broke. 

A  modern  business  is  like  a  complicated 
piece  of  machinery — the  smallest  cog  must 
co-operate  or  quickly  be  replaced. 

He  who  compares  life  to  a  game  of  poker 
makes  a  bad  mistake.  No  man  can  play 
a  lone  hand  and  win  in  the  game  of  life. 

Notice!  You  will  find  the  surest  path 
of  progress,  the  shortest  cut  to  success,  is 
the  fullest  co-operation  with  those  with 
whom  you  work. 

Franklin's  Key,  Toledo,  Ohio. 

It  is  announced  by  the  Chesapeake  and 
Ohio  that  ''conforming  to  the  nation-wide 
demand  for  economies  to  meet  conditions 
of  national  importance,"  the  following 
through  passenger  trains  of  their  lines  have 

The  particular  attention  of  aeents  is 
called  to  Illinois  Central  circular  No.  4697, 
Y.  &  M.  V.  circular  No.  801  and  C.  M.  &  G. 
circular  No.  8.  by  which  the  discontinuance 
of  prepaid  orders  from,  to  and  within  the 
South  to  be  effective  July  1.  1917.  The 
territory  within  which  prepaid  orders  will 
not  be  sold  or  honored  the  circular  shows 
to  be  as  follows;  which  is  reiterated  to 
impress  the  minds  of  the  agents  with  the  im- 
portance of  the  change,  (a)  I.  C.  (South- 
ern Lines) — all  lines  south  of  the  Ohio 
River:  (b)  Y.  M.  V. — all  southern  stations; 
(c)  C.  M.  &  G. — all  stations;  (d)  all  sta- 
tions on  other  railroads  south  of  the  Ohio 
and  Potomac  Rivers,  and  east  of. the  Mis- 
sissippi River;  (e)  between  Cairo,  Illinois 
and  Evansville,  Ind.,  on  the  one  hand  and 
all  stations  described  by  (a),  (b),  (c)  and 
(d),  on  the  other  hand.  It  will  be  re- 
membered the  circular  further  states  that 



ticket  agents  are  not  to  accept  deposits  of 
cash  or  the  equivalent  for  the  furnishing 
of  prepaid  tickets  reading  from,  to  or  be- 
tween, stations  in  the  above  described  terri- 

service  to  be  performed  in  Ireland,  India, 
the  Orient,  or  continuously  around  the 
world. — Southern  Pacific  Rly.  Bulletin. 

Mr.  C.  W.  Strain,  General  Passenger 
Agent  of  the  Gulf  Coast  Lines  advises  that 
in  connection  with  their  through  train 
schedule  of  May  20th,  their  train  No.  3, 
leaving  New  Orleans  for  Houston  at  8:20 
A.  M.,  and  their  train  No.  1,  leaving  New 
Orleans  at  9:20  P.  M.,  will  be  held  for  con- 
nections as  follows  as  effecting  the  Illi- 
nois Central: 

Gulf  Coast  Lines  train  No.  3  will  be 
held  not  to  exceed  thirty  minutes  for  five 
or  more  passengers  from  Illinois  Central 
train  No.  5,  scheduled  to  arrive  at  New 
Orleans  at  8:10  A.  M.  Gulf  Coast  Lines 
train  No.  1  will  be  held  not  to  exceed  thirty 
minutes  for  five  or  more  passengers  from 
Illinois  Central  train  No.  3,  scheduled  to 
arrive  at  New  Orleans  at  8:45  P.  M! 

The  sale  of  passenger  transportation  re- 
quires a  knowledge  of  many  things  besides 
the  goods.  It  differs  from  a  commercial 
sale  in  that  the  stock-in-trade  is  not  al- 
ways before  the  salesman.  Neither  can  he 
display  samples  of  what  he  is  selling — a 
kind  of  service  and  not  an  article.  "The 
proof  of  the  pudding  is  in  the  eating." 
The  salesman  in  a  store  has  at  hand  the 
goods  that  he  is  to  sell  where  his  customer 
can  see  and  judge  them.  The  salesman  in 
a  ticket  office  deals  with  goods  scattered 
to  the  seven  seas.  He  sells  in  Oakland  a 

The  Michigan  Central  announces  new 
summer  arrangements  for  parlor  and  sleep- 
ing car  service  over  the  New  York  Central 
(Lines  East),  for  St.  Lawrence  River  and 
Adirondock  Mountain  Resorts.  A  sleeping 
car  for  Clayton  will  leave  Buffalo  in  train 
No.  4,  daily,  at  10:05  P.  M.;  and  a  parlor 
car  for  Clayton  will  leave  Buffalo  in  train 
No.  40,  daily  except  Sunday,  at  9:30  A.  M 
A  sleeping  car  to  Saranac  Lake  and  Lake 
Placid  will  leave  Buffalo  in  train  No.  44, 
daily,  at  9:00  P.  M.;  and  a  parlor  car  for 
Lake  Placid  will  leave  Buffalo  in  train  No 
58,  daily  except  Sunday,  at  7:30  A.  M. 

Selling  railway  tickets  is  as  important  as 
selling  boots  and  shoes,  or  any  other  com- 
modity. You  never  heard  of  a  salesman 
selling  one  boot  or  one  shoe — that's  what 
you  do  when  you  fail  to  sell  a  round-trip 
ticket,  if  the  purchaser  intends  to  return. 
Selling  round-trip  tickets  not  only  protects 
your  company's  revenue,  but  saves  solicit- 
ing at  the  other  end. 

In  the  ticket  business,  efficiency  means 
securing  the  greatest  amount  of  revenue 
possible  from  each  transaction. — Santa  Fe 
"Ticket  Selling  Talks." 

Big  Four  trains  Nos.  31  and  30,  the  Royal 
Palm,  have  been  discontinued,  and  the  Chi- 
cago and  Cincinnati  and  Columbus  and 
Jacksonville  sleeping  cars  are  now  oper- 
ated in  trains  Nos.  43  and  34. 

One  Hundred  Per  Cent  in  Freight  Car  Handling 

CENTRAL— I.  C.  Car  57883,  loaded  at  New 
Orleans,  April  10,  arrived  at  a  destination 
in  Wisconsin  April  17,  unloaded  that  morn- 
ing and  reloaded  same  date  for  New 
Orleans,  arriving  latter  point  April  22. 

I.  C.  Car  53244  loaded  at  New  Orleans 
April  14,  arrived  at  destination  in  Wiscon- 
sin April  20,  unloaded  same  morning,  loaded 

same  date  for  New  Orleans,  arrived  latter 
point  April  24. 

I.  C.  Car  57794  loaded  at  New  Orleans 
April  17,  arrived  some  point  in  Wisconsin 
April  24,  unloaded  morning  that  date,  re- 
loaded same  day  for  New  Orleans,  arrived 
April  28. 


Just  Plain  Talk 

By  G.  S.  Rought,  Conductor 

A  T  certain  periods,  the  railroads  have  been 
**•  forced  to  a  rigid  economy,  or  a  policy 
of  retrenchment,  in  order  to  make  both  ends 
meet,  and  I  believe  that  very  few  of  us  fully 
realize  just  what  that  means  to  the  men  higher 
up.  Now  that  our  country  has  entered  the 
European  conflict,  there  is  no  question  but 
what  the  entire  United  States  will  have  to 
adhere  to  an  economic  policy,  domestic, 
business,  state  and  national ;  therefore,  it 
seems  to  me  to  be  timely,  to  interest  our- 
selves in  the  matter  of  economy  and  saving, 
at  least  in  so  far  as  pur  dealings  with  the 
management  of  the  Illinois  Central  Railroad 
and  the  public  are  concerned,  keeping  in  mind 
the  motto,  "Do  unto  others  as  you  would  they 
should  do  unto  you."  In  order  to  practice  the 
precepts  of  this  motto,  we  should,  all  of  us, 
feel  that  our  resources  are  a  part  of  the  work- 
ing capital  of  the  railroad,  and  that  unless  we 
so  invest  our  resources  (which  is  our  labor) 
that  they  will  earn  a  dividend,  we  cannot  hope 
to  be  much  of  a  success ;  therefore  in  this 
article  I  am  making  a  direct  appeal  to  the  man 
in  charge  of  trains,  for  the  reason  that  in  him 
is  vested  the  proper  authority  for  the  move- 
ment of  the  train  in  his  charge,  and  the  chance 
for  economy  lies  in  his  hands  more  than  in 
any  other  member  of  the  crew.  This,  how- 
ever, does  not  mean  that  the  principle  is  not 
applicable  to  all  other  employes,  and,  wherever 
possible,  we  should,  as  one  great  big  family, 
help  each  other  in  the  matter  of  saving  and 

The  ^opportunities  for  saving  are  so  many 
that  with  a  systematic  effort  on  our  part  we 
can  accomplish  results,  but  it  must  be  a  sys- 
tematic effort,  for  the  individual  alone  can  ac- 
complish but  little.  To  successfully  conduct 
any  enterprise,  system  is  necessary,  and  things 
done  unsystematically  are  only  half  done. 

In  the  matter  of  supplies  much  can  be  ac- 
complished. Any  unnecessary  supplies  carried 
on  a  caboose  represents  so  much  waste,  or 
so  much  idle  money.  An  over  supply  of  nec- 
essary supplies  means  money  standing  idle 
that  could  better  be  used  in  meeting  other  ex- 
penses or  demands. 

Much  saving  can  be  made  in  the  use  of  sta- 
tionery; don't  use  large  envelopes  where  a 

small  one  will  do  the  work ;  don't  use  a  letter- 
head where  a  message  clip  will  do  the  work; 
don't  write  a  lot  of  unnecessary  letters,  what 
you  do  write  make  short  and  to  the  point, 
long  letters  seldom  "explain."  Oftentimes  a 
notation  on  the  original  letter  will  accomplish 
what  is  desired.  Be  tidy  in  your  caboose  so 
that  stationery  is  propeily  cared  for  to  pre- 
vent waste.  Paper  will  be  mighty  scarce. 

Other  caboose  supplies  should  be  watched 
and  cared  for  in  a  like  manner,  and  by  a 
conservation  and  an  economic  use  of  these 
supplies,  Very  often  an  unnecessary  shortage 
can  be  avoided.  Many  shortages  are  respon- 
sible solely  from  there  being  an  over  supply 
at  points  other  than  where  needed. 

A  careful  watch  of  your  train,  and  a  proper 
attention  to  hot  boxes  at  the  right  time,  will 
avoid  the  renewal  of  brasses  to  such  an  extent 
that  the  saving  will  run  up  into  the  hundred 
thousands  of  dollars,  and  in  my  twenty-seven 
years'  experience  I  have  found  that  nineteen 
times  out  of  twenty,  a  hot  box  can  be  prop- 
erly cared  for  in  less  time  than  it  takes  to 
set  the  car  put,  and  by  giving  box  attention  at 
usual  stopping  places,  you  will  be  able  to  get 
journal  to  a  bearing  again.  In  addition  to 
saving  brasses,  you  are  saving  delays  to 
freight,  possibly  have  avoided  future  ship- 
ment from  consignor  from  being  routed  over 
some  other  line,  solely  through  being  out  of 
humor  for  delay  to  previous  shipments ;  in  ad- 
dition to  this  you  have  advanced  the  earning 
capacity  of  the  car,  and  at  same  time  have 
not  reduced  the  tonnage  percentage  of  your 

Engine  performance  is  based  on  ton  miles 
and  to  illustrate  how  much  the  earning  capac- 
ity of  an  engine  is  reduced  by  setting  out  a 
hot  box,  suppose  you  set  out  fifty  miles  from 
your  terminal,  a  70-ton  car  of  coal,  you  have 
lost  for  your  engine  50  times  70  (or  miles 
multiplied  by  tons),  or  3,500  ton  miles.  Take 
a  system  like  the  Illinois  Central  and  you  can 
readily  see  what  a  daily  loss  of  earning  power 
of  locomotives  occur  from  hot  boxes. 

Feel  that  you  are  a  cog  in  the  wheel,  take 
the  same  interest  in  your  work  as  if  it  were 
your  money  invested,  and  you  will  be  surprised 




how  much  easier  your  work  will  be.  At  the 
same  time  we  will  be  helping  the  management 
meet  the  increased  expense  due  to  the  Adam- 

son  Law  being  now  in  effect,  and  by  doing 
this  we  will,  if  possible,  make  our  already 
amicable  relations  more  concrete. 

Mr.  Storekeeper  Try  This  Plan 

Billy  Haid 

The  store-keeper  on  a  railroad  is  often 
asked  by  other  storehouses  for  items  of 
material  and  it  is  necessary  that  you  have 
a  record  that  is  correct,  quick  and  accurate 
so  that  there  will  be  no  delay  in  answering 
the  telephone.  Are  you  in  a  position  to 
do  it  without  delay?  Can  you  release  the 
wire  as  quickly  as  you  should? 

Men  are  capable  of  remembering  the 
names  of  a  great  many  items,  but  when  it 
conies  to  engine  castings  there  are  so  many 
of  them  that  he  is  sure  to  make  a  few  mis- 
take_s  unless  the  man  is  working  with  the 
material  on  the  engines  each  day  and  then 
the  mechanics  have  pet  names  for  many  of 
the  items.  Your  superior  says;  have  you 
any  tender  transom  fillers  in  stock  and  he 
gives  you  the  number  of  the  casting — can 
you  give  him  the  information  at  once  so 
that  there  will  be  no  delay  on  the  line? 

Most  of  the  stock-keepers  go  to  their  cast- 
ing rack  to  see  if  they  have  the  item  asked 
for,  others  look  the  item  up  in  their  stock 
books.  How  long  does  it  take  to  give  the 
necessary  answer  to  the  man  at  the  other 
end  of  the  line,  is  your  method  fast  enough 
to  release  the  line  promptly? 

As  a  suggestion  so  as  to  make  it  pos- 
sible for  any  of  the  clerks  in  the  office  to 
give  information  to  the  parties  asking  for 
material  such  as  castings,  I  would  suggest 
that  you  make  a  petty  book  for  the  office 
and  for  the  accurate  accounting  of  your 

Index  a  book  in  numerical*  order  from 
one  to  one  hundred,  divide  your  book  into 
twelve  columns,  one  for  each  month  and 
use  the  last  two  figures  on  your  castings 
discard  the  name  of  the  castings  in  the 
petty  book  as  you  will  have  the  proper  name 
of  the  item  in  your  stock  books  and  check 
your  stock  books  from  the  petty  book. 

This  method  used  in  the  checking  of  all 
kinds  of  castings  is  the  most  accurate  way 
of  being  certain  of  what  you  have  in  stock 

and  if  the  stockkeeoer  is  not  sure  of  the 
name  of  the  casting  he  will  not  lose  it 
because  he  checks  it  blank  in  his  stock 
books  because  he  can  not  find  it  and  instead 
of  not  having  it  in  stock  he  often  finds 
that  he  has  and  the  old  way  often  causes 
you  to  order  a  new  supply  when  you  really 
do  not  need  it  and  your  mistakes  are  costing 
the  company  ail  unnecessary  outlay  of 

If  you  will  make  yourself  a  little  book  as 
I  have  explained  it  and  check  your  castings 
by  starting  at  one  end  of  your  rack  and 
go  to  the  other  you  will  find  your  informa- 
tion more  accurate  and  satisfactory. 

If  your  bins  are  numerically  arranged 
you  can  also  put  the  bin  numbers  in  the 
petty  book  as  this  proves  very  valuable  to 
some  of  the  clerks  in  the  office  who  have 
not  had  any  actual  experience  in  the  han- 
dling of  the  material  but  they  can  go  to 
the  bins  and  find  it  if  called  upon. 

In  checking  your  stock  books  from  your 
petty  book  you  circle  the  items  as  you 
check  the  material  in  your  stock  book  and 
by  going  through  your  petty  book  the 
second  time  you  will  discover  any  items 
that  you  have  not  listed  in  your  stock  books 
and  often  find  errors  have  been  made  in 
the  shipment  and  you  find  that  you  have 
castings  on  hand  that  you  do  not  .need. 

I  have  tested  this  form  of  checking  and 
I  find  that  I  can  put  an  inexperienced  man 
checking  castings,  he  does  not  know  the 
names  of  any  of  the  castings  but  his  in- 
formation is  correct  as  he  works  mechani- 
cally taking  each  item  as  he  comes  to  it. 

The  petty  book  comes  in  handy  in  the 
office  as  the  first  question  that  is  asked 
the  party  at  the  other  end  of  the  line  is: 
What  is  the  number  of  the  casting?  You 
open  the  petty  book  in  an  instant  and  you 
can  give  the  party  the  correct  reply  in  one- 
hundred  part  of  the  time  it  usually  takes. 

MQritonous  Sorvico 

EfAVORABLE  mention  is  made  of  the 
•*•  tohovvmg  conductors  and  gatekeepers 
for  their  special  efforts  in  lifting  and  pre- 
venting the  use  of  irregular  transportation 
in  connection  with  which  reports  (Form 
972)  were  rendered  to  the  auditor  of  pas- 
senger receipts,  who,  in  cases  of  this  kind, 
advises  the  other  departments  concerned, 
so  that  proper  action  may  be  taken,  all  pass 
irregularities  being  brought  to  the  attention 
of  the  vice-president. 

Illinois  Division 

During  May  tae  lollowmg  suburban  gate- 
keepers lifted  commutation  tickets,  account 
having  expired  or  being  in  improper  hands: 
J.    Powers 
Mary  Crotty 

Suburban  Conductor  Jas.  Hall  on  train 
No.  221,  May  26,  declined  to  honor  monthly 
commutation  ticket  account  having  expired 
and  collected  cash  fare. 

Suburban  Flagman  D.  Flynn  on  train  No. 
612,  May  30,  lifted  60-ride  monthly  com- 
mutation ticket  account  being  in  improper 
hands  and  collected  cash  fare. 

Conductor  J.  P.  Burns  on  train  No.  302, 
May  17,  lifted  returning  portion  of  expired 
card  ticket  from  passenger  who  admitted  it 
had  been  previously  used  for  passage  and 
collected  cash  fare. 

Conductor  H.  B.  Jacks  on  train  No.  25, 
May  19,  No.  2,  May  22,  and  No.  23,  May 
29,  declined  to  honor  card  tickets,  account 
having  expired  and  collected  cash  fares. 
Passengers  were  referred  to  passenger  de- 
partment for  refund  on  tickets. 

Conductor  F.  A.  Hitz  on  train  No.  18,  May 
20,  lifted  time  pass,  account  identification 
slip  (Form  1572)  having  been  improperly 
issued  and  collected  cash  fare. 

Conductor  M.  Cavenaugh  on  train  No.  2, 
May  27,  lifted  employe's  term  pass  account 
being  in  improper  hands  and  collected  cash 

Conductor  J.  L.  Ford,  on  train  No.  18, 
May  28,  lifted  going  portion  of  trip  pass 
account  returning  portion  being  missing. 
Passenger  refused  to  pay  fare  and  was  re- 
quired to  leave  the  train. 

St.  Louis  Division 

Conductor  G.  Garter,  on  train  No.  21, 
May  3,  lifted  going  portion  of  trip  pass, 
account  returning  portion  being  missing 
and  collected  cash  fare. 

Conductor  W.  C.  Walkup,  on  train  No. 
208,  May  13,  and  207,  May  18,  declined  to 
honor  card  tickets  account  having  expired 
and  collected  cash  fares.  Passengers  were 
referred  to  passenger  department  for  re- 
fund on  tickets. 

Conductor   J.    H.   Davis,   on   train   No.   6, 

May  15,  lifted  trip  pass    account  being  in 
improper  hands  and  collected  cash  fare. 

Conductor  C.  T.  Harris,  on  train  No.  6, 
May  26,  lifted  employe's  term  pass  account 
•  passenger  not  being  provided  with  iden- 
tification slip  (Form  1572)  and  collected 
cash  fare. 

Springfield  Division 

Conductor  W.  G.  Knowles,  on  train  No. 
132,  May  18,  declined  to  honor  card  ticket, 
account  having  expired  and  passenger  left 
the  train. 

Indiana  Division 

Conductor  J.  W.  Knight,  on  train  No.  204, 
May  26,  declined  to  honor  card  ticket  ac- 
count having  expired  and  collected  cash 
fare.  Passenger  was  referred  to  passenger 
department  for  refund  on  ticket. 
Wisconsin  Division 

Conductor  J.  P.  Reece,  on  train  No.  124, 
May  8,  declined  to  honor  foreign  interline 
ticket  account  having  expired  and  collected 
cash  fare.  Passenger  was  referred  to  pas- 
senger department. 

Kentucky  Division 

Conductor  M.  J.  Keirce  on  train  No.  302 
May  24,  declined  to  honor  local  ticket  ac- 
count having  expired  and  collected  cash 
fare.  Passenger  was  referred  to  passenger 
department  for  refund  on  ticket. 
Mississippi  Division 

Conductor  J.  R.  Kriter,  on  train  No.  1, 
May  8,  lifted  mileage  book  account  being  in 
improper  hands  and  collected  cash  fare. 

Conductor  R.  F.  Cathey,  on  train  No.  24, 
May  14,  declined  to  honor  card  ticket  ac- 
count having  expired  and*  collected  cash 

Conductor  C.  M.  Anderson,  on  train  No. 
5,  May  19,  lifted  mileage  book  account 
being  in  improper  hands.  Passenger  re- 
fused to  pay  fare  and  was  required  to  leave 
the  train. 

Louisiana  Division 

Conductor  H.  T.  Erickson,  on  train  No.  2, 
May  4,  lifted  mileage  book  account  being  in 
improper  hands  and  collected  cash  fare. 

Conductor  M.  Kennedy,  on  train  No.  332, 
May  17,  declined  to  honor  mileage  book  ac- 
count having  expired  and  collected  cash 

On  train  No.  331,  May  20,  he  lifted  banana 
messenger's  return  ticket  account  having 
been  improperly  issued  and  collected  cash 

Conductor  L.  E.  Barnes,  on  train  No.  34, 
May  18,  lifted  time  pass,  account  passenger 
not  being  provided  with  identification  slip 
and  collected  cash  fare. 

On  train  No.  34,  May  22  he  lifted  annual 
pass,  restricted  to  intrastate  travel,  account 




being  presented  with  a  local  ticket  for  an 
interstate  trip.  Passenger  refused  to  pay 
fare  and  was  required  to  leave  the  train. 

On  train  No.  24,  May  24,  he  lifted  mileage 
book  account  being  in  improper  hands  and 
collected  cash  fare. 

Conductor  G.  O.  Lord,  on  train  No.  1, 
May  24,  lifted  annual  pass  account  identifi- 
cation slip  (Form  1572)  having  been  altered 
and  collected  cash  fare. 

Conductor  R.  E.  Mclnturff,  on  train  No. 
23,  May  24,  lifted  expired  card  ticket  from 
passenger  who  admitted  having  previously 
secured  transportation  on  same  and  col- 
lected cash  fare. 

Conductor  E.  S.  Sharp,  on  train  No.  313, 
May    30,    lifted    identification    slip    (Form 
1572)  account  passenger  not  being  provided 
with  pass  and  collected  cash  fare. 
Vicksburg  Division 

Conductor  R.  C.  Buck,  on  train  No.  35, 
May  15,  declined  to  honor  milieage  book 
account  having  expired  and  collected  cash 

New   Orleans   Division 

Conductor  A.  L.  Williams,  on  train  No. 
34,  May  20,  lifted  mileage  book  account 
being  in  improper  hands  and  collected  cash 

Illinois  Division. 

Foreman  William  Stevens  has  been  com- 
mended for  discovering  blazing  hot  box  on 
an  oil  tank  car  in  train  1513.  Train  was 
•  onned  and  trainmen's  attention  called  to 
same.  This  action  undoubtedly  prevented 
possible  accident. 

Engineer  John  Leahan  has  been  com- 
mended for  stopping  train  when  approach- 
ing Paxton,  June  21,  when  auto  truck  was 
stalled  on  south  crossing. 

Towerman  C.  H.  Campbell  has  been  com- 
mended for  discovering  brake  rod  dragging 
on  C.  G.  W.  car  46010,  passing  Riverdale 
Tower  in  Extra  1596  South.  June  13. 
Towerman  at  Harvey  was  notified  to  stop 
train  so  that  repairs  could  be  made,  there- 
by preventing  possible  accident. 

Section  Foreman  Dolan  has  been  com- 
mended for  discovering  brake  beam  drag- 
ging in  extra  1753  south,  north  of  Guthrie. 
Train  was  stopped  and  brake  beam  removed, 
thereby  preventing  possible  accident. 

Switchman  J.  Clemens  has  been  com- 
mended for  stopping  engine  which  had 
draw  bar  pulled  out  and  was  lodged  under- 
neath car.  This  action  undoubtedly  pre- 
vented possible  accident. 

Brakeman  B.  Walden  has  been  com- 
mended for  discovering  broken  rail  joint 
near  mile  145  while  on  extra  1663  south, 
June  16.  and  taking  the  necessary  action  to 
have  same  repaired,  thereby  preventing  pos- 
sible accident. 

Operator  C.  E.  Richards  at  Otto,  has 
been  commended  for  discovering  lumber 
shifting  on  S.  P.  78553  in  extra  1729  north, 
June  5,  which  car  also  had  hot  box,  and 
action  taken  in  this  case  in  flagging  the 

train  and  having  train  crew  give  the  car 
the  necessary  attention,  thereby  preventing 
possible  accident. 

Switchman  J.  McCleary  has  been  com- 
mended for  discovering  penstock  at  hos- 
pital across  the  south-bound  track,  June  2. 
His  action  in  this  matter  prevented  possible 

Conductor  C.  H.  Martin  has  been  com- 
mended for  discovering  I.  C.  122338  with  no 
light  weight  stencilled  on  it.  Arrangements 
were  made  to  have  car  stencilled. 

Conductor  George  Lindsay  in  charge  of 
Extra  1597,  May  4,  has  been  commended  for 
discovering  I.  C.  106573,  C.  G.  W.  6261  and 
C.  G.  W.  6813  with  no  light  weight  sten- 
cilled on  cars.  Arrangements  were  made 
to  have  cars  stencilled. 

Brakeman  E.  E.  Spivey  has  been  com- 
mended for  discovering  K.  R.  L.  157  on  fire 
while  train  was  moving  south  of  Watson. 
Train  was  stopped  and  fire  was  extin- 
guished by  the  crew. 

Engineer  Shauger  has  been  commended 
for  discovering  piece  broken  out  of  rail 
on  north  end  of  passing  track  at  Tuscola, 
June  6.  Same  was  reported  to  the 
dispatcher  and  section  foreman  instructed 
to  make  necessary  repairs.  This  action  un- 
doubtedly prevented  possible  accident. 
Springfield  Division. 

Engineer  C.  F.  Eecks,  brakeman  Roy 
Reeves  and  fireman  A.  Woodward  have 
been  commended  for  recovering  trunk 
stolen  from  car  in  train  53,  Mav  4. 

Section  foreman  Samuel  Earls,  Spring- 
field, has  been  commended  for  discovering 
two  rolls  of  roofing  paper  on  waylands  near 
mile  post  96,  June  22,  and  turning  same 
over  to  agent  at  Springfield  for  handling. 
St.  Louis  Division. 

Section  foreman  William  Boner  has  been 
commended  for  discovering  brake  beam 
dragging  on  C.  N.  O.  &  T.  P.  car  12261, 
May  23,  Extra  North,  engine  963,  passing 
siding  at  Winkle.  Train  was  stopped  and 
defect  adjusted,  thereby  preventing  pos- 
sible accident. 

Indiana  Division. 

Agent  R.  E.  Billings,  Wheeler,  111.,  has 
been  commended  for  stopping  extra  951, 
June  12,  when  he  discovered  brake  rod 
dragging.  Defect  was  attended  to  and  pos- 
sible accident  averted. 

Louisiana  Division. 

W.  S.  Harrington,  clerk  at  Hazelhurst, 
Miss.,  has  been  commended  for  action  taken 
in  promotly  reporting  brake  beam  dragging 
under  O.  R.  T.  30117,  extra  971,  South. 
May  30.  This  action  undoubtedly  prevented 
possible  accident. 

Tennessee  Division. 

Engineer  John  Chester,  in  charge  of  extr.-j 
1651,  train  171,  June  3,  observed  cattle  which 
had  broken  through  right  of  way  fence  two 
miles  north  of  Trimble.  Train  was  stopped 
and  cattle  driven  off  the  track. 

Minnesota   Division 

The  young  lady  stenographers  in  the  di- 
vision office  at  Dubuque,  desiring  to  do 
something  to  serve  their  country,  have 
planted  a  garden  in  the  plot  of  ground 
which  was  formerly  the  depot  park.  The 
money  realized  from  the  sale  of  the  vege- 
tables in  this  garden  is  to  be  turned  over 
to  the  Red  Cross.  They  have  been  receiv- 
ing a  great  many  compliments  on  their 
good  work  and  are  only  hoping  that  their 
sales  will  be  as  numerous.  They  now  have 
a  neat  little  sum  toward  the  good  cause. 

General  Manager  Foley,  General  Super- 
intendent Clift,  and  District  Engineer 
Laden,  on  a  recent  trip  over  the  division, 
were  liberal  in  their  praise  of  the  results 
being  secured  from  the  stenographers'  gar- 
den at  Dubuque  and  backed  their  en- 
thusiasm by  generous  purchases  of  vege- 
tables which  they  later  pronounced  as  first- 
class  quality. 

Quite  a  number  of  employes  and  a  few 
non-employes,  have  taken  advantage  of  the 
permission  granted  by  this  company  to 
cultivate  its  right  of  way.  There  are  now 
over  100  acres  under  cultivation  on  this 
division  and  permits  are  still  being  re- 

Conductor  H.  H.  Everhart  and  Operator 
Floyd  Belscamper  have  joined  the  Illinois 
Central  Regiment.  Third  Reserve  En- 
gineers, now  at  the  Municipal  Pier,  Chi- 
cago, and  have  been  receiving  visits  from  a 
good  many  of  their  railroad  friends.  Both 
report  enioying  their  work  very  much. 

F.  J.  Coates,  assistant  engineer  on  the 
Minnesota  Division  for  the  past  six  years, 
has  been  transferred  to  Chicago  for  service 
in  the  chief  engineer's  office.  Mr.  J.  M. 
Beardsley,  emnlpyed  in  the  Valuation  De- 
partment at  Chicago,  has  been  transferred 
to  this  division  to  fill  vacancy  by  Mr. 
Coates.  These  changes  were  effective  June 

Summer  vacations  of  clerks  in  the  super- 
intendent's office  at  Dubuoue  have  begun. 
At  present  writing,  Assistant  Tonnage 
Clerk  L.  T.  Weiler  is  enjoying  his  vacation 
in  Chicago. 

Horace  M.  Lamb,  ticket  clerk  at  Dubuque 
station,  has  been  promoted  to  a  similar 

position  at  Fort  Dodge.  Jos.  J.  Spies  has 
succeeded  Mr.  Lamb  at  Dubuque. 

Chief  Accountant  J.  C.  Neft  and  Assistant 
Accountant  C.  F.  Duggan,  attended  the 
Northern  Lines  Accountants'  meeting  at 
Chicago  on  June  21. 

Master  William  Atwill,  Jr.,  son  of  former 
superintendent  of  this  division,  is  visiting 
friends  at  Dubuque  and  called  at  the  super- 
intendent's office,  renewing  former  friend- 

Lhief  Dispatcher  P.  E.  Talty  at  Dub^que 
has  returned  from  his  annual  vacation 
which  was  spent  at  his  former  home,  Con- 
nellsville,  Pa. 

Hotel  Hayes 
and  Annex 

Phone  Hyde  Park  4400 

64th  St.  and  University  Ave. 

Popular    Price 
Family  Hotel 

American    Plan 


Single  $   8.50  to  $14.00  per  week 
Double   16.00  to    19.00  per  week 

Four  blocks  from  new  63d  Street 
depot  and  office  building 


Train  Master  Duckwitz  is  polishing  his 
fishing  tackle,  preparatory  to  his  summer 
onslaught  against  the  finny  tribes.  General 
Yard  Master  Dahl,  at  Dubuque,  and  Agent 
Bowden,  at  Waterloo,  are  his  close  seconds 
and  when  the  three  of  them  meet,  fish 
stories  are  the  order  of  the  day.  We  pre- 
dict that  fish  which  were  two  inches  long 
when  caught  will  attain  the  length  of  at 
least  two  feet  by  the  time  their  stories  are 

Springfield  Division 

Mr.  M.  M.  Backus,  roadmaster  on  the 
Springfield  Division,  has  been  appointed 
roadmaster  on  the  St.  Louis  Division.  Mr. 
Backus  assumed  his  new  duties  on  June  1. 

Mr.  Chas.  McAdams,  stenographer  in  the 
roadmaster's  office,  has  resigned  his  posi- 
tion and  is  now  enjoying  an  extensive  tour 
of  the  East.  Mac  expects  to  eventually 
locate  in  New  York  where  he  can  keep  in 
closer  touch  with  the  big  affairs  of  the 

Mr.  H.  D.  Walker,  instrument  man,  has 
been  transferred  to  locating  party  now 
working  on  proposed  work  near  Dawson 
Springs,  Ky. 

Indiana  Division 

At  about  3:30  P.  M.,  May  26,  1917,  the 
city  of  Mattoon  was  visited  by  a  cyclone, 

Colonial  Hotel 

6325   Kenwood  Ave. 

Phone  Midway   1626 





$4.00  to  $7.00   Per  Week 

One  block  from  new 
63rd  st.  office  build- 
ing and  depot. 

Hayes  Bros.,  Prop. 
Oscar  E.  Westburg,  Mgr. 

Eyes  are 
Exposed  to 
Wind,  Dust 
and  Alkali 

The  Rush  of  Air,  created  by  the 
swiftly-moving  train,  is  heavily 
laden  with  coal-smoke,  gas  and 
dust,  and  it  is  a  wonder  that  train- 
men retain  their  normal  Eye-sight 
as  long  as  they  do. 

Murine  Eye  Remedy  is  a  Con- 
venient and  Pleasant  Lotion  and 
should  be  applied  follow- 
ing other  ablutions. 

Murine  relieves 
Soreness,  Redness 
and  Granulation. 

Druggists  supply  Murine 
at  50c  per  bottle. 

The  Murine  Eye  Remedy  Co., 
Chicago,  will  mail  Book  of 
the  Eye  Free  upon  request. 

accompanied  by  rain  and  hail,  which  left 
much  devastation  and  loss  of  human  life 
in  its  pathu  It  traveled  eastward  and  spread 
over  an  area  of  four  blocks  north  and 
south  and  about  three  miles  east  and  west, 
literally  wiping  out  that  section  of  town. 
After  the  havoc  was  wrought,  the  appear- 
ance of  the  sky  became  a  sickly  green. 

When  it  was  realized  what  distress  this 
part  of  the  town  was  in,  conveyances  of  all 
descriptions  (autos,  buggies,  drays,  etc.) 
hurried  to  the  scene  and  brought  those 
taken  from  the  debris  on  stretchers,  old 
pieces  of  doors,  etc.,  to  the  hospital,  and 
when  they  could  accommodate  no  more,  the 
churches,  library  and  undertaking  parlors 
were  made  ready  to  receive  the  injured; 
also  private  homes  were  thrown  open  to 
receive  them.  All  night  long,  bodies  were 
taken  from  the  wreckage,  the  relief  work 
being  done  under  difficulty,  as  the  lighting 
plant  was  out  of  commission  and  the  town 
was  mostly  in  darkness:  lamps  having  to 
be  used.  Telegraph  and  telephone  wires 
were  down,  and  the  gas  plant  inoperative. 
Hotels  were  converted  into  emergency 
hospitals,  and  volunteer  service  was  be- 
stowed willingly,  until  skilled  help  could 
be  secured. 

The  Illinois  Central  certainly  did  noble 
work  at  this  critical  time.  A  committee 



waited  on  Superintendent  H.  J.  Roth,  to 
have  special  trains  rushed  to  Mattoon  with 
doctors,  nurses,  the  militia,  etc.  The  wires 
down  in  so  many. places  made  it  rather 
difficult  to  get  in  communication  with  sur- 
rounding towns,  but  by  patience  and  per- 
severance, they  were  fortunate  enough  at 
last  to  be  successful,  and  special  trains 
carrying  doctors,  nurses,  also  cots,  etc., 
were  soon  on  their  way. 

Then  came  the  appeal  for  food  and  cloth- 
ing, and  the  different  stations  on  Indiana 
and  Illinois  Divisions,  are  to  be  highly 
commended  for  the  prompt  manner  in 
which  they  responded  to  the  call  of  a 
neighbor  in  desperate  need.  The  larger 
stations,  and  many  of  the  smaller  ones, 
wasted  no  time  in  getting  together  and 
sending  a  wonderful  supply  of  good  sub- 
stantial food  and  plenty  of  clothing  for 
the  afflicted  ones.  Too  much  thanks  can- 
not be  extended  to  those  people  along  the 
line  who  so  generously  responded  to  the 
call  for  help,  and  it  certainly  is  appreciated 
by  all  Mattoon. 

At  first,  disorder  was  very  much  in  evi- 
dence, eVen  though  all  were  willing  and 
did  help  wonderfully  as  far  as  they  were 
able;  later,  various  committees  were  ap- 
pointed, and  took  charge  or  the  situation 
in  a  systematic  way,  and  it  was  only  a 
short  time  until  order  reigned  once  more. 
The  Red  Cross  people  from  Chicago,  with 
many  able  workers  were  installed,  and  im- 
mediately busied  themselves  investigating 
the  district  affected,  and  taking  care  of 
those  in  distress  with  food,  clothing  and 
money,  as  it  was  needed. 

The  list  of  dead  numbered  sixty-five, 
with  hundreds  injured,  and  about  five  hun- 
dred families  homeless.  Their  immediate 
needs  have  been  taken  care  of  and  ma- 
terial is  being  rushed  to  build  up  the  dis- 
trict which  was  laid  waste,  to  provide 
places  of  abode  for  those  who  have  really 
no  other  place.  Much  money  is  needed  for 
this,  and  donations  are  being  accepted — 
already  several  thousand  dollars  has  been 
received.  The  Illinois  Central  Railroad 
Company,  through  General  Manager  T.  J. 
Foley,  headed  the  subscription  list  with 
$1,000,  and  local  donations  have  been  made; 
subscriptions  have  also  been  received  from 
persons  connected  with  the  Illinois  Central 
who  were  formerly  located  at  Mattoon. 

The  fury  of  the  elements  does  not  yet 
seem  to  be  appeased,  as  atmospheric  con- 
ditions are  unsettled,  and  a  repetition  of  the 
cyclone  of  May  26  has  seemed  evident 
several  times. 

Sympathy  is  extended  to  the  families  of 
employes  who  lost  their  lives  in  the  cyclone 
of  Mav  26;  also  to  those  employes  who  lost 
members  of  their  families. 

Jack  Pierce,  machinist,  Mattoon  shops, 
lost  his  life  in  the  cyclone  May  26;  he  had 
been  in  service  about  five  years  and  is 
greatly  missed  by  his  many  friends. 

Walter  Melton,  call  boy,  also  lost  his  life 
in  the  storm;  he  had  been  in  service  on  the 
Illinois  Central  Railroad  about  three 

{  The  100-foot  flag  pole  on  Mattoon  shop 
grounds  was  broken  off  in  the  tornado;  em- 
ployes had  removed  the  flag  when  they  saw 
the  storm  approaching.  A  new  pole  will 
be  raised  in  the  near  future. 

A.  C.  Wilcox,  chief  accountant,  is  spend- 
ing a  couple  of  weeks  in  St.  Petersburg,  Fla. 

Miss  Helen  Lee  Brooks,  of  the  superin- 
tendent's office,  departed  on  June  16  for 
California  and  other  western  points.  She 
expects  to  be  gone  several  weeks. 

Several  persons  from  Indiana  Division  at- 
tended the  Galli-Curci  concert  given  at 
Champaign,  111.,  the  evening  of  June  1  at 
the  university  auditorium. 

C.  A.  Richmond,  our  well  known  and  liked 
conductor  on  passenger  train  between  Mat- 
toon  and  Peoria,  was  taken  ill  on  May  23. 
We  are  glad,  however,  to  receive  encourag- 
ing reports  from  Peoria  as  to  his  condition, 
and  hope  he  continues  to  improve  rapidly. 

H.  B.  Brown,  fuel  inspector  from  Chi- 
cago visited  the  division  one  day  this 

Such  minor  matters  as  war  clouds  hang- 
ing over  us,  disturbing  influence  of  the  ele- 
ments, etc.,  do  not  seem  to  intimidate 
Cupid  or  hinder  him  in  his  progress;  he 
seems  to  be  "working  overtime"  in  our  Ac- 
counting Department.  On  May  30,  Frank 
Martin,  of  the  accounting  force,  in  the 
superintendent's  office,  was  quietly  married 
to  Miss  Ruby  Ames,  and  appeared  on 
the  scene  next  morning  just  as  usual,  not 
taking  any  of  us  into  his  confidence;  only 
for  our  morning  paper,  we  might  have  been 
"in  the  dark"  several  days. 

Closely  following  in  his  footsteps 
Clarence  Plurnmer,  of  Master  Mechanic 
Bell's  accounting  force,  thought  he  was 
surprising  his  friends  when  he  and  Miss 
Edna  Adrian  were  married  June  10.  He 
didn't  succeed  in  "keeping  it  quiet"  as  well 
as  Mr.  Martin,  and  friends  took  the  "newly- 
weds"  riding  on  an  auto  truck  through  the 
down  town  district,  and  then  made  Clarence 
"set  'em  up"  at  a  local  confectionery  to  the 
whole  bunch.  Their  honeymoon  was  spent 
at  Niagara  Falls. 

Miss  Gertrude  Hasler  has  accepted  a 
position  in  Division  Storekeeper  Downing's 
office  as  stenographer  and  clerk,  which 
was  formerly  filled  by  Marion  Boulware, 
who  has  been  promoted  to  general  stock 

Webster  Brannon  is  new  time  keeper  in 
general  car  foreman's  office  at  Mattoon. 

W.  G.  Arn,  formerly  road  master  on  the 
Indiana  Division,  visited  us  June  20  a  few 
hours  on  his  way  to  Municinal  Pier,  Chi- 
cago, where  he  is  captain  adiutant  of  the 
Third  Reserve  Engineers  of  the  Illinois 
Central.  They  expect  orders  shortly  to 
depart  for  France. 


Warren  Stephenson,  formerly  M.  C.  B. 
clerk  at  Mattoon  shops,  has  enlisted  in,  the 
Railroad  Regiment  and  departed  for  the 
Municipal  Pier,  Chicago;  his  place  is  be- 
ing filled  by  J.  L.  Warren,  formerly  piece- 
work checker.  A.  D.  Bullock  transferred 
from  master  mechanic's  office  as  time 
keeper  to  piecework  checker,  Maring  Crane 
being  employed  as  time  keeper  in  master 
mechanic's  office. 

Many  heavy  rains  falling  the  past  few 
weeks  have  caused  much  trouble  on  the 
Indiana  Division,  at  one  time  this  month, 
the  railroad  being  washed  out  at  six  places 
on  Indianapolis  District  and  seven  places 
on  Peoria  District;  also  Mackinaw  Bridge 
between  Green  Valley  and  Sand  Prairie 
out  of  commission  three  days — current  so 
swift — making  it  necessary  to  detour  both 
passenger  and  freight  trains  via  the  C.  &  A. 
and  Big  Four  between  Peoria  and  Pekin. 

S.  P.  Munson,  clerk  to  supervisor  B.  & 
B.,  at  Mattoon..  111.,  submitted  to  an  opera- 
tion in  the  Illinois  Central  Hospital  at 
Chicago  on  June  18.  We  are  gkd  to  re- 
ceive favorable  reports  the  last  day  or  so 
with  reference  to  Mr.  Munson's  condition. 

Wisconsin  Division. 

Fuel  Economy  Cars,  in  charge  of  Messrs. 
J.  W.  Dodge  and  O.  L.  Lindrew,  were  on  the 
Wisconsin  Division  several  days  recently. 
Messrs.  Dodge  and  Lindrew  gave  some  very 
good  lectures  on  "The  conservation  of  coal." 
According  to  reports,  there  was  a  large 
number  in  attendance  at  each  of  these  lec- 
tures and  all  concerned  were  pleased  to 
note  the  interest  displayed  by  employes  in 
what  might  be  termed  at  this  time,  a  very 
patriotic  movement. 

F.  A.  Redican,  clerk  in  roadmaster's  of- 
fice, Freeport,  returned  home  from  his 
honeymoon  trip  in  the  East,  several  days 
ago.  Mr.  Redican  and  wife  visited  at  Chi- 
cago, Buffalo,  Niagara  Falls  and  New  York 
City,  and  are  now  at  home  to  their  friends 
at  No.  217  Float  Street,  Freeport. 

Graydon  Powell,  assistant  accountant,  in 
the  superintendent's  office,  Freeport,  spent 
a  two  week's  honeymoon  trip  in  the  West, 
visiting  Denver,  Colorado  Springs  and  Salt 
Lake  City.  Mr.  Powell  and  wife  are  now 
at  home  to  friends  at  No.  303  West  Street, 

R.  L.  Guensler,  clerk  in  superintendent's 
office,  Freeport,  is  the  proud  father  of  a 
baby  boy. 

Louisiana  Division 

Mr.  J.  North  Abbott,  who  liad  been  in  the 
service  of  the  Illinois  Central  Railroad  27 
years,  as  conductor  on  the  Louisiana  Di- 
vision, died  at  his  home,  in  New  Orleans, 
on  May  2,  1917.  Mr.  Abbott  was  retired 
on  a  pension  May  31,  1915.  His  many 
friends  on  the  Louisiana  Division  are 
deeply  grieved  at  his  death. 

Mr.   P.   H.  Houston,  instrumentman,  and 

Driver  Agents  Wanted 

ic,  34.7  H.  P.  Drive  and  demonstrate  the  Bush  Car.   Pay  fo 
'  of  your  commissions  on  sales,  my 
agents  are  making  money. 
Shipments  are  prompt. 
Bush   Cars     guaran- 
teed or  money  back. 
Write  at  once  for 
my   48-page    catalog 
and  all  particulars. 
Address  J.  H    Bush, 
i»eic»rgnition-El"ectT'sfg.1Sittg.  Prea-       Depfc7MS 

BUSH  MOTOR  COMPANY,   Bush  Temple,  Chicago,  111.  t 

Mr.  W.  T.  Bolton,  rodman,  left  on  May 
15,  for  Fort  Logan  H.  Roots,  where  they 
are  in  training  for  the  Engineering  Reserve 
of  the  United  States  Army.  Both  passed 
their  initial  examination  successfully,  and 
will  receive  commissions  as  second  lieu- 

—  6       MONTHS  —  INVESTING       FOR       PROFIT. 

a    monthly    Guide    to    Money-Making.      TeLs    how    $10U 
grows  to  » — 0022,   how  to  get  richer  quickly  and   honestly. 

H.    L.    BARBER,    Pub.,    439-32    W.    Jackson    Blvd.,    Chicago. 

tenants.  Mr.  S.  R.  Goldstein  has  succeeded 
Mr.  Houston  as  instrumentman  and  Mr. 
B.  D.  Woods  has  succeeded  Mr.  Bolton  as 

Mr.  H.  A.  Wilmot,  of  the  Accounting  De- 
partment, has  resigned  to  give  his  atten- 
tion to  his  farming  interests  in  Roseland, 
La.  All  the  boys  were  very  sorry  to  see 
Henry  leave.  He  was  succeeded  by  Mr. 
J.  A.  Morrison. 

Miss  Frances  Otken,  stenographer,  has 
just  returned  from  her  vacation,  which  she 
spent  very  pleasantly  in  Texas. 

Mr.  J.  H.  Rolfs,  file  clerk,  has  resigned 
to  enter  the  contracting  business  in  New 
Orleans.  He  was  succeeded  by  Mr.  W.  F. 
McNulty.  Mr.  C.  F.  Coen  has  been  ap- 
pointed assistant  file  clerk. 

Erecting  Foreman  J.  C.  Lyons  is  at  pres- 
ent enjoying  an  extensive  trip  through  the 
north  and  eastern  states. 
ft:  The  entire  force  of  McComb  shop  ap- 
prentices called  a  special  meeting  this  week 
for  the  purpose  of  giving  a  banquet  for 
senior  apprentices  before  the  expiration  of 
their  apprenticeship.  Each  of  the  boys  are 
looking  forward  to  this  with  much  interest 
and  expect  to  execute  all  details  in  much 
style.  Their  organization  is  lucky  enough 
to  possess  several  talented  orators  and  each 
one  of  them  will  be  expected  to  render 
little  talks  concerning  the  performance  of 
their  duties  while  serving  apprenticeships 
and  other  items  of  interest  to  all  con- 

Free  to  Our  Readers 

Write  Murine  Eye  Remedy  Co.,  Chicago,  for 
48-page  illustrated  Eye  Book  Free.  Write  all 
about  Your  Eye  Trouble  and  they  will  advise 
as  to  the  Proper  Application  of  the  Murine 
Eye  Remedies  in  Your  Special  Case.  Your 
Druggist  will  tell  you  that  Murine  Relieves 
Bore  Eyes,  Strengthens  Weak  Eyes.  Doesn't 
Smart,  Soothes  Eye  Pain,  and  sells  for  50c. 
Try  It  in  Your  Eyes  and  in  Baby's  Eye*  tat 
Scaly  Eyelids  and  Granulation. 




Catalogs  of  all  boarding  schools 
(or  camps)  in  United  States 


This  Association  maintained  by  annual 
dues  from  the  schools-for  past  11  years. 

J>HONE- CENTRAL    8848 

American  Schools'  Association 
1515  Masonic  Temple 

Jfros  ant)  Crossing  Worfce 



Chicago  Heights 


In  Arcadia  Park 
Dawson  Springs,  Ky. 

Five  first-class  mineral  wells  in  park.  Shippers 
of  Salts  Water. 

WILHELM  REALTY  CO.,  Lessees,  Inc. 

F.  W.  NAG  EL 

Established  1865 


NAGEL  &  MEYER,  Jewelers 

Third  and  Broadway  PADUCAH,  KY. 

Expert  watchmakers  (only)  employed  to  care  for 
your  watches.  Ball  and  other  popular  makes  of 
railroad  watches  for  your  selection. 

New  York                                                                                 St.  Louis 

James  Stewart  &  Company,  Incorporated 

Engineers  &  Contractors            Westminster  Building,  Chicago 

Grain  Elevator  Designing  &  Construction                                      General  Construction 
Houston                                                                              Oklahoma  City 

Salt  Lake 

The  Varnish 

That  Lasts  Longest 

Made  by 

Murphy  Varnish  Company 



W.  D.  Beymer — Frontispiece. 

The    James    Case    Again 9 

Courtesy  16 

Letter  from  General   Manager  T.  J.   Foley 17 

Transportation   and   Military   Movement 19 

Public  Opinion 32 

Public  Meeting 

Traffic  and  Transportation  Bureau  New  Orleans  Asso- 
ciation of  Commerce-New  Orleans  Committee  Commis- 
sion on  Car  Service,  With  Shippers  and  Receivers  of 

Cars,   July   2,    1917 , 39 

Military  Department  n 44 

Interesting  Letters  from  an  ex-Illinois  Central  Employe  Who 
Is   Now  a  Lieutenant  in   the  American   Flying   Battalion 

in  France  49 

Freight  Traffic  Department 

Classification,    Production    and    Distribution    of    Coal 53 

Engineering  Department 

Car  Repair  Shed  at  Nonconnah  Yards,  Memphis,  Tenn....57 

Claims  Department 60 

Safety   First 66 

Accounting  Department 

Freight    Claims    68 

Transportation  Department 

Psychological   Influence  70 

Passenger  Traffic  Department 71 

Mechanical  Department 

Master  Mechanic  Charles  Ulric  Linstrom 82 

Hospital  Department 

Suggestions  Regarding  Hay  Fever 84 

Roll  of  Honor 86 

Development  Bureau 

Harvesting    and    Utilizing    the    1917    Crop    in    Mississippi 

and  Louisiana  ..._ 87 

Appointments  and   Promotions 88 

Baggage  and  Mail  Traffic   Department 89 

The   Banana  90 

Meritorious  Service 92 

Division  News  95 

Published  monthly  ty  the  Illinois  Central  R,.  12,.  Gx.  in.  the 
interest   of  the  Company  and  its  ^4(S£>   Employes 

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Office  1200  Michigan  Av.  Telephone  Wab"ask  2200 

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W.   D.   Beymer. 

W.  D.  Beymer  was  born  in  Clyde,  Ohio,  April  10,  1866.,  moved  to  Creston, 
Iowa,  in  1868,  remained  there  until  1881  after  which  attended  school  in  Ann 
Arbor,  Michigan,  for  three  years.  Entered  the  railway  service  on  September 
1,  1886,  as  freight  bill  clerk  of  the  B.  &  O.  at  Chicago.  After  one  year  went 
to  Topeka,  Kansas,  as  clerk  in  the  office  of  the  Auditor  Freight  Receipts, 
A.  T.  &  S.  F.  Ry.  During  the  next  ten  years  was  Chief  Clerk,  Agents' 
accounts,  Chief  Clerk,  interline  accounts  and  Assistant  Chief  Clerk  of  that 
office.  On  April  1,  1897,  went  to  Savannah,  Ga.,  as  Chief  Clerk,  Accounting 
Department,  Central  of  Georgia  Railway  Company  and  Ocean  Steamship 
Company  of  Savannah.  On  July  1,  1902  was  appointed  Auditor  and  later 
Comptroller  of  those  companies,  occupying  that  position  until  appointed 
Comptroller,  Illinois  Central  Railroad  Company,  on  July  1,  1917. 




AUGUST,  1917 

Vol.  6 

No.  2 

The  James  Case  Again 

President  Mark  ham  is  having  a  newspaper  controversy  with  one  of  the  lawyers  representing  Mr.  T.  G. 
James,  who  recently  secured  a  verdict  at  Charleston,  Miss.,  against  the  Y.  &•  M.  V.  in  a  drainage  case,  for 
$100,000.  Mr.  Markham's  first  letter,  which  precipitated  the  controversy,  was  published  in  the  June 
number  of  the  ILLINOIS  CENTRAL  MAGAZINE.  This  was  replied  to  by  Mr.  H.  L.  Gary,  attorney  for  Mr.  James. 
Following  is  Mr.  Markham's  reply  to  Mr.  Gary; 

(From  the  Sumner  (Miss.)  Sentinel 
of  June  28). 

To  the  people  of  Tallahatchie  County: 

I  had  hoped  that  my  published  letter, 
which  I  addressed  to  you,  dated  the  5th 
ultimo,  concerning  the  T.  G.  James  dam- 
age suit,  would  provoke  a  reply  from 
Mr.  James  or  one  of  his  numerous  and 
able  lawyers,  and  I  am  pleased  that  it 
had  the  desired  effect. 

Mr.  Gary  begins  by  saying  you  were 
doubtless  surprised  that  I  should  address 
you  on  the  subject  of  the  James  case. 
Let  me  say  that  I  imagine  you  were  much 
more  surprised  when  you  first  heard  of 
Mr:  James'  damage  suit  and  still  more 
surprised  when  you  heard  the  verdict  of 
the  nine  jurors  giving  to  Mr.  James 

I  was  anxious  to  see  what  could  be 
said  before  the  public  in  justification  of 
that  law  suit.  I  realized  that  it  would 
be  a  more  difficult  task  to  justify  it  be- 
fore people  familiar  with  the  James  prop- 
erty and  the  Delta  country  than  it  was 
to  justify  it  before  the  jury  between  the 
four  walls  of  the  court  room  at  Charles- 
ton. Cajoling  a  jury  and  cajoling  the 
public  are  two  widely  different  things. 

But  in  his  lengthy  reply  Mr.  Gary  has 
attempted  to  answer  but  few  of  the 
things  mentioned  in  my  letter.  He  has 
devoted  himself  principally  to  the  abuse 
of  me  and  The  Yazoo  &  Mississippi  Val- 
ley Railroad  Company.  That  is  the  an- 
swer— the  justification  for  taking  $100,- 

000  of  the  railroad's  revenues  and  giving 
them  to  Mr.  James.  Evidently  Mr.  Gary 
has  great  confidence  in  the  efficacy  of 
that  same  old  shop-worn  stuff  which  has 
worked  so  successfully  in  Mississippi 
in  the  past — the  brand  of  eloquence 
which  has  dwarfed  the  growth  of  the 
State  and  injured  every  taxpayer  and 
citizen  within  its  borders.  It  has,  I  ad- 
mit, benefited  perhaps  a  dozen  damage 
suit  lawyers  and  their  clients.  I  ask 
you,  Mr.  Gary,  is  it  right  that  the  whole 
State  should  be  injured  that  they  may 
prosper?  But  you  may  wonder  how  it 
happens  that  I  have  made  this  discovery 
and  what  license  I  have  to  speak  upon 
the  subject.  My  reply  is  that  I  have 
not  made  the  discovery.  It  is  a  thing 
well  known  both  in  and  out  of  Mississ- 
ippi. I  have  simply  become  sufficiently 
emboldened  to  make  the  charge  openly 
before  the  public.  My  license  is  that  the 
companies  which  I  represent  are  the 
largest  taxpayers  in  the  State.  My  in- 
terest in  the  development  of  the  State  is 
very  deep-rooted.  I  am  sincerely  anxious 
to  serve  the  State,  and  if  there  are  things 
which  I  know  to  be  affecting  the  State 
unfavorably,  it  seems  to  me  there  can  be 
no  harm  in  my  telling  you — the  people — 
about  them.  If  you  agree  with  me,  I, 
of  course,  will  feel  encouraged  to  boost 
more  than  ever  for  Mississippi.  If  you 
do  not  agree  with  me  I  shall  offer  no 
complaint.  I  am  simply  asking  for  the 
privilege  of  discussing  these  matters 



with  you,  which  Mr.  Gary  seems  to  think 
is  very  objectionable.  He  says  it  is  im- 
proper to  discuss  a  case  publicly  while 
it  is  pending  in  the  courts.  That,  of 
course,  would  mean  that  there  could  be 
no  public  discussion  at  all ;  it  would 
mean  the  curtailing  of  free  speech  and  a 
free  press,  because  after  the  courts  have 
finally  disposed  of  a  case,  it  is  usually 
too  late  to  arouse  public  interest  in  it. 

In  my  experience  in  dealing  with  law- 
yers who  are  attempting  to  break  into 
the  treasury  of  the  railroad  I  have 
found  that  of  all  things  which  they  most 
despise,  publicity  stands  at  the  top  of 
the  list.  They  find  it  comparatively  easy 
to  take  a  citizen  and  a  neighbor,  particu- 
larly an  influential  one,  with  a  grievance 
against  the  railroad — real  or  imaginary 
— into  court  and  play  upon  the  preju- 
dices of  the  jurors  by  poisoning  their 
minds  against  the  railroad,  but  poison- 
ing the  minds  of  the  people  against  the 
railroad  is  much  more  difficult.  They 
hate  publicity,  but  they  know  it  is  a 
pretty  hard  job  to  convince  the  people 
that  there  can  be  anything  very  wrong 
about  a  man  writing  a  thing,  signing  it 
and  publishing  it  to  the  world. 

Mr.  Gary  insinuates  that  my  purpose 
in  writing  the  letter  about  the  James 
law  suit  and  sending  it  out  "broadcast 
over  the  County  and  State"  was  to  in- 
fluence the  Supreme  Court.  On  this 
point  I  am  compelled  to  question  Mr. 
Gary's  sincerity,  for  he  knows  that  the 
Supreme  Court  will  concern  itself  only 
in  regard  to  whether  errors  of  law  were 
committed  in  the  trial  of  the  case  in  the 
lower  Court.  My  published  letter  was  not 
at  all  directed  to  a  discussion  of  the  is- 
sues which  will  be  submitted  to  the  Su- 
preme Court.  My  purpose  was  to  direct 
the  attention  of  the  people  of  Tallahat- 
chie  County  to  what  I  honestly  believe 
to  be  a  most  unfair  and  unjust  jury  ver- 
dict, and  to  explain  how  impossible  it  is 
to  devlop  a  railroad  property  if  jurors 
are  to  deal  thus  recklessly  with  railroad 
revenueis.  Mr.  Gary  will,  of  course, 
readily  agree  that  nothing  which  may  be 
said  by  either  him  or  myself  will  have 
the  slightest  bearing  on  the  outcome  of 
this  or  any  other  case  pending  in  the  Su- 

preme Court.  That  Court,  as  I  believe, 
tries  every  case  upon  the  cold  letter  of 
the  record  presented,  but  I  am  entitled 
to  appeal  at  any  time  to  the  highest  Court 
of  all — the  great  tribunal  of  public  opin- 
ion, where  all  causes  are  finally  lost  or 

Mr.  Gary  says  I  think  the  verdict 
awarded  by  the  nine  jurors  was  too 
large,  the  inference  being  that  I  felt  that 
a  smaller  verdict  should  have  been  ren- 
dered. I  wish  to  say  that  I  have  never 
seen  the  James  property,  but  I  have  had 
access  to  very  thorough  investigation 
files,  including  statements  by  engineers 
of  probity  and  reputation,  maps  showing 
the  elevations  and  the  topography  of  the 
country,  the  height  of  the  railway  em- 
bankment and  the  openings  that  were  in 
it  during  the  years  complained  of  by  Mr. 
James,  and  I  am  of  the  opinion  that  Mr. 
James'  property  was  not  damaged  at  all. 
If  the  suit  had  been  brought  against  an 
individual,  a  jury  would  promptly  have 
acquitted  the  individual,  but  such  a  suit 
would  have  never  been  brought  against 
an  individual,  and  here  lies  the  meat  of 
this  controversy.  I  contend  that  things 
will  never  be  right  till  the  railroad  can 
get  equal  justice  with  individuals. 

Mr.  Gary  thinks  when  a  railroad  gets 
beaten  before  a  jury,  after  having  had 
its  chance  to  introduce  testimony  (but  no 
chance  beyond  that),  and  then  goes  out 
and  publishes  what  happened — tells  the 
people  about  it — that  such  conduct  is 
to  play  the  "baby  act."  I  assume  Mr. 
Garv  ought  to  be  allowed  to  carry  away 
$100,000  of  railroad  revenues  unnoticed. 
That  would  constitute  a  manly  act,  ac- 
cording to  Mr.  Gary. 

One  of  the  most  amusing  passages  of 
Mr.  Gary's  lengthy  letter  is  where  he 
spe?.ks  of  the  construction  of  the  Charles- 
ton branch  having  destroyed  the  prop- 
erty of  Mr.  James.  If  there  is  any  one 
in  Tallahatchie  County,  or  the  State  of 
Mississippi,  who  believes  Mr.  James' 
property  has  been  destroyed,  will  he 
please  go  and  look  at  the  place,  or  try 
to  buy  it?  Think  of  it,  those  of  you  who 
know  the  James  property,  those  of  you 
familiar  with  the  Delta  country,  those 



of  you  who  have  to  earn  your  bread  by 
the  sweat  of  your  brow — the  James  plan- 
tation^ destroyed  by  the  railroad.  One 
would  think  from  reading  Mr.  Gary's 
letter  that  Mr.  James  was  now  out  of 
business  and  that  his  plantation  had  been 
abandoned  as  worthless. 

Mr.  Gary  has  not  a  word  to  say  to  you 
about  the  fact  that  during  the  six  years 
from  1908  to  1913,  inclusive,  while  Mr. 
James'  property  was  being  "destroyed," 
Mr.  James  does  not  claim  to  have  ever 
notified  the  officials  of  the  Railroad 
Company  of  the  damage  it  was  doing 
him.  How  does  that  strike  you,  citizens 
of  Tallahatchie  County?  Would  you  ex- 
pect a  man  who  sustained  a  damage  of 
over  $40,000  in  1908  to  wait  six  years 
before  making  a  claim,  and  thus  not  give 
the  railroad  a  chance  to  remove  the 
cause  of  the  damage,  if  there  was  a  cause 
or  if  there  was  a  damage?  In  1909  an- 
other $40,000  worth  of  damage  was  done 
and  still  not  a  word,  not  a  syllable,  from 
Mr.  James.  In  1910,  1911,  1912  and 
1913  there  was,  according  to  Mr.  James 
and  Mr.  Gary,  repetition  of  the  damages 
of  1908  and  1909,  and  Mr.  James,  so  far 
as  acquainting  the  Railroad  Company 
with  the  situation  was  concerned,  con- 
tinued to  lay  so  close  to  the  ground  that 
he  could  not  be  distinguished  from  the 
leaves.  Another  thing  that  does  not  have 
the  appearance  of  righteousness  to  me  is 
that  the  Railroad  Company  was  fur- 
nished with  no  opportunity  to  investi- 
gate what  the  alleged  damages  amounted 
to  as  they  accrued.  Mr.  James,  himself, 
was  able  to  give  but  meagre  information 
on  this  subject  except  to  measure  the. 
damage  in  dollars.  At  that  he  developed 
into  a  wonder.  As  a  juggler  of  figures 
involved  in  a  law  suit  against  the  rail- 
road, Mr.  James  is  in  a  class  by  himself. 
And,  by  the  way,  another  thing  which 
Mr.  Gary  neglected  to  explain  was  why 
Mr.  James,  in  March,  1914,  when  he 
filed  his  suit  against  the  Railroad  Com- 
pany, thought  himself  damaged  to  the 
extent  of  $175,000  all  told,  and  so  stated 
in  his  petition,  which  was  filed  in  Court, 
while  in  December,  1916,  he  figured  the 
same  damages  at  $250,000,  and  in  Janu- 
ary, 1917,  he  asked  leave  of  the  Court 

to  make  it  $500,000  to  cover  the  same 
damages  which  he  placed  at  $175,000  in 
the  beginning.  If  this  case  had  gone 
over  for  another  year  or  two,  I  assume 
Mr.  James  would  have  made  his  demand 
a  round  million.  I  have  never  known 
anything  to  grow,  develop  and  expand 
as  rapidly  as  Mr.  James'  damages. 

Mr.  Gary  talks  much  about  the  wealth 
of  the  Railroad  Company.  In  fact,  that 
is  the  principal  argument  relied  upon  by 
him.  The  Illinois  Central  Railroad  Com- 
pany, which  owns  the  stocks  and  bonds 
of  the  The  Yazoo  &  Mississippi  Valley 
Railroad  Company,  on  December  31, 
1916,  had  10,025  stockholders.  The  capi- 
tal stock  of  the  Company  is  $109,296,- 
000.  The  average  holding  of  stock  is, 
therefore,  $10,902.  The  Illinois  Central 
Railroad  Company  is  large  because  so 
many  thousands  of  people  have  invested 
their  money  in  it,  but  the  average  stock- 
holder is  a  very  small  personage  finan- 
cially in  comparison  to  Mr.  James,  who 
in  1914,  could  not  estimate  within  $325,- 

000  of  the  amount  of  damage  he  had  sus- 
tained in  the  six  preceding  years.     Mr. 
Gary  seems  to  have  the  wrong  sow  by 
the   ear   on   the   proposition   of   wealth, 
which  he  considers  of  so  much  import- 
ance in  this  case. 

Mr.  Gary  admits  that  the  verdict  for 
Mr.  James  was  by  nine  of  the  jurors, 
but  he  says  he  thinks  the  other  three 
were  in  favor  of  giving  something,  but 
not  as  much  as  $100,000.  My  under- 
standing was  that  the  other  three  were 
not  in  favor  of  giving  Mr.  James  any- 
thing at  all.  This  information  was  got- 
ten directly  from  one  of  the  jurors,  and 
this  gentleman,  by  the  way,  now  states 
that  Mr.  Gary  never  asked  him  how  he 
stood,  and  he  says  that  one  of  the  other 
gentlemen  who  stood  out  against  Mr. 
James  also  states  that  Mr.  Gary  never 
asked  him  how  he  stood.  The  three  gen- 
tlemen reside  in  Tallahatchie  County  and 

1  assume  it  is  not  too  late  for  Mr.  Gary 
to  inform  himself  concerning  this  mat- 
ter.    Mr.  Gary  stated  in  his  article  that 
he  asked  every  one  of  the  twelve  jurors 
how  they  stood.     I  do  not  regard  this 
matter  as  important  except  in  showing 
the  discrepancy  in  Mr.  Gary's  statement 



and   what  two  of   the  three  jurors   say 
about  it. 

You,  the  people  of  Tallahatchie  Coun- 
ty, are  told  by  Mr.  Gary  that  I  made  an 
unfair  attack  on  Mr.  Smith,  the  sole  en- 
gineer who  testified  in  this  case  for  Mr. 
James.  I  confess  that  I  thought  it 
strange  that  in  a  case  as  important  as 
this,  where  engineering  questions  alone 
were  involved  so  far  as  liability  was  con- 
cerned, that  but  one  engineer  should  be 
introduced  by  Mr.  James.  I  still  feel 
that  way  about  it  and  have  nothing  to 
take  back,  even  though  it  may  be  true, 
as  Mr.  Gary  states,  that  Mr.  Smith  has 
been  a  resident  of  Tallahatchie  County 
for  ten  years.  Is  that  alone  relied  upon 
as  rendering  him  infallible.  I  yield  to 
no  man  when  it  comes  to  respecting  and 
honoring  Tallahatchians.  I  know  many 
of  them  personally  and  hope  to  know 
more  of  them,  but  I  do  not  think  that 
because  a  man  resides  in  any  particular 
County  or  State,  that  he  should  be  given 
a  higher  rating  for  veracity  and  ability 
than  he  would  otherwise  be  entitled  to. 
Upon  inquiry,  I  find  that  shortly  before 
Mr.  James  filed  his  suit,  Mr.  Smith  ap- 
proached a  gentleman  in  Charleston  of 
irreproachable  character  and  integrity 
and  requested  him  to  see  General  James 
E.  Stone  about  trying  to  get  him 
(Smith)  employment  with  the  railroad 
company,  and  stated  that  he  thought  a 
number  of  drainage  suits  were  going  to 
be  brought  against  the  railroad  company 
and  tendered  his  services.  General  Stone 
took  the  matter  up  with  the  Engineering 
Department  of  the  railroad  company  and 
it  was  determined  that  Mr.  Smith's  serv- 
ices were  not  needed.  Later,  after  the 
James  suit  was  filed,  Mr.  H.  W.  Hagan, 
of  the  Claim  Department,  with  head- 
quarters at  Greenwood,  accidentally  ran 
across  Mr.  Smith  and  asked  him  if  he 
was  still  open  for  employment,  and  Mr. 
Smith  stated  it  was  too  late  as  he  had 
gone  to  work  for  Mr.  James.  On  the 
question  of  Mr.  Smith  working  up  drain- 
age suits  against  the  railroad,  I  will  an- 
swer Mr.  Gary  by  quoting  from  Mr. 
Smith's  own  testimony  in  the  case,  as 
follows : 

Questioned  by  Col.  W.  R.  Woods : 

Q.  I  will  ask  you  if  you  remember 
the  last  time  you  and  1  rode  from  here 
to  Philipp — 1  rode  to  Philipp  and  you 
got  off  this  side  of  Philipp — in  riding 
down  there  didn't  you  make  this  state- 
ment: "I  have  worked  up  enough  dam- 
age suits  against  the  Y.  &  M.  V.  R.  R., 
which,  if  I  am  successful,  will  make 
enough  money  to  put  me  on  easy  street 
for  the  balance  of  my  life?" 

A.     I  did. 

I  think  it  is  but  fair  to  say,  from  a 
careful  examination  of  the  record,  that 
the  testimony  of  Mr.  Smith  was  abso- 
lutely riddled  by  the  six  engineers  who 
testified  for  the  Railroad  Company, 
namely,  Mr.  E.  I.  Rogers,  the  engineer 
who  constructed  the  Charleston  branch; 
Mr.  D.  W.  Thrower,  engineer  in  charge 
of  the  maintenance  of  this  branch  for  a 
number  of  years  after  it  was  built;  Mr. 
T.  M.  Pittman,  engineer  who  spent  sev- 
eral months  investigating  the  claims  of 
Mr.  James  from  an  engineering  stand- 
point and  who  prepared  an  elaborate 
topographical  map  which  was  intro- 
duced as  evidence;  Mr.  Robert  Ruffin, 
civil  engineer  of  Como;  Mr.  M.  H. 
Thayer,  civil  engineer  of  Greenwood, 
and  Mr.  Ed  Fontaine,  civil  engineer  of 
Coahoma  County. 

With  reference  to  the  statement  of 
Mr.  Gary  that  one  of  the  engineering 
witnesses  for  the  Railroad  Company  had 
stated  before  the  case  was  tried,  that  he 
wanted  to  help  Mr.  James,  but  had  not 
been  spoken  to,  and  that  he  was  going 
to  testify  for  the  side  that  put  up  the 
money.  I  presume  he  refers  to  Mr.  H. 
M.  Thayer,  civil  engineer  of  Greenwood, 
for  Mr.  Thayer  was  cross-examined  in 
regard  to  a  conversation  it  was  claimed 
he  had  with  Mr.  B.  E.  Townes,  one  of 
Mr.  James'  star  witnesses.  Here  is 
what  the  record  which  Mr.  Gary  says  he 
had  before  him,  but  which  he  evidently 
did  not  refer  to,  discloses  on  that  sub- 

A.  No,  sir,  I  deny  absolutely  the  en- 
tire matter  which  would  indicate  that  I 
was  willing,  or  still  willing,  to  work  for 
Mr.  James  in  handling  this  matter. 

The  examination  proceeded  along  this 



line  and   later    Mr.   Thayer   was   again 
asked : 

Q.  I  will  ask  you  whether  you  did 
or  did  not  say  to  him  that  whichever 
side  of  this  law  suit  employed  you,  or 
secured  your  services,  would  win  this 

A.     No,  sir. 

Q.  State  why  you  were  in  sympathy 
with  the  railroad  in  this  particular  case. 

A.  My  knowledge  of  the  country — 
without  going  into  details — inclined  me 
to  believe  that  Mr.  James  must  be  in  er- 
ror in  his  claim  and  that  this  was  an  un- 
fair suit  about  to  be  brought. 

Mr.  Gary  says  that  the  James  lands, 
before  the  railroad  was  built,  were  not 
susceptible  to  overflow,  and  that  since 
the  railroad  was  built,  they  are  inun- 
dated during  every  high  water  period, 
while  the  lands  on  the  opposite  side  of 
the  railroad  can  be  plowed  and  planted 
to  crops.  He  says  this  was  established 
at  the  trial  by  twenty- four  reputable  wit- 
nesses, and  he  represented  to  you  that 
he  had  the  transcript  of  their  testimony 
before  him  and  that  he  knew  what  he  was 
talking  about.  A  thorough  examination  of 
the  same  transcript  of  the  testimony 
which  Mr.  Gary  talks  so  much  about 
discloses  the  fact  that  but  eight  of  the 
twenty-four  witnesses  testified  that  they 
had  ever  been  on  the  James  lands  prior 
to  the  building  of  the  railroad,  and  that 
only  five  out  of  the  twenty-four  (and 
one  of  them  a  negro  tenant)  testified 
that  they  had  ever  been  on  the  James 
lands  since  the  railroad  was  built.  This 
is  a  fair  sample  of  the  fairness  of  Mr. 
Gary's  famous  reply. 

Mr.  Gary  has  asked  a  good  many 
questions  and  has  made  many  statements. 
Now.  I  would  like  to  ask  him  a  few 
questions  about  matters  recent  enough 
to  be  susceptible  of  investigation  and 
proof.  Is  it  not  true,  Mr.  Gary,  that 
during  April,  1917,  the  water  in  the  Tal- 
lahatchie  river  at  Philipp  reached  a 
stage  of  within  seven-tenths  of  a  foot 
as  high  as  it  did  in  1912 — the  highest 
water  during  any  of  the  years  com- 
plained of  by  Mr.  James  in  his  suit?  If 
you  answer  that  that  is  true,  will  you 
then  please  state  how  much  damage  was 

done  Mr.  James'  plantation  by  the  high 
water  of  April,  1917  ?  For  your  informa- 
tion, Mr.  Gary,  I  will  state  that  an  in- 
spection of  the  railroad  embankment  and 
the  James  premises  was  made  by  seven 
disinterested  and  reputable  men  during 
the  high  water  period  of  April,  1917, 
and  that  it  was  discovered  that  the  water 
lacked  several  feet  at  its  highest  stage 
of  getting  over  the  east  ridge  of  Matth- 
ews Bayou  at  any  point.  Is  it  true  or 
not,  Mr.  Gary,  that  this  ridge  forms  a 
complete  levee  along  the  east  side  of 
Mr.  James'  plantation?  In  some  places 
along  the  railroad  embankment  opposite 
Mr.  James'  plantation  the  water  lacked 
but  six  inches  of  reaching  the  top,  and 
a  stage  of  water  sufficiently  high  to  have 
flowed  over  the  east  ridge  of  Matthews 
Bayou  at  any  point  would  have  placed 
water, over  the  railroad  embankment  op- 
posite the  James  plantation  at  a  depth  of 
from  six  inches  to  three  feet,  for  dis- 
tances of  from  two  to  three  miles.  The 
inspection  of  the  April  high  water  abso- 
lutely demonstrated  that  the  railway  em- 
bankment never  held  a  particle  of  water 
on  the  plantation  of  Mr.  James,  and  this 
is  conclusive  of  the  entire  controversy, 
so  far  as  justice  is  concerned.  The  Ap- 
ril, 1917,  high  water  is  an  ugly  factor  in 
Mr.  James'  claims. 

Mr.  Gary  makes  a  labored  effort  to 
array  himself  with  tEe  people  in  con- 
demning the  railroad.  One  would  al- 
most think  from  reading  his  article  that 
Mr.  James  and  himself  were  going  to 
divide  up  with  the  people  that  $100,000 
they  are  expecting  to  get  out  of  the 
railroad.  I  am  unable  to  understand 
how  the  people  can  enthuse  very  much 
over  Mr.  James  getting  a  verdict  for 
$100,000  against  the  Railroad  Company. 
I  claim  that  the  interests  of  the  Railroad 
Company  and  those  of  the  people  are 
identical,  and  that  Mr.  James  and  Mr. 
Gary  and  the  numerous  and  able  law- 
yers in  this  case,  in  attempting  to  divert 
railroad  revenues  from  their  proper 
channel,  are  the  real  enemies  of  the  pub- 
lic. Of  course,  if  Mr.  Tames  plantation 
was  "destroyed"  the  thing  is  changed 
completely.  Nine  jurors  were  cajoled 
into  believing  it  was  "destroyed."  If 



they  arrived  at  the  correct  conclusion, 
then  Mr.  James  and  Mr.  Gary  should 
have  the  $100,000,  but  the  Yazoo  &  Mis- 
sissippi Valley  Railroad  Company  ought 
to  have  a  deed  to  the  "destroyed"  plan- 
tation. It  is  not  fair  that  Mr.  James  and 
Mr.  Gary  should  have  the  $100,000  and 
the  ''destroyed"  plantation,  too,  but  if 
they  get  both,  I  think  the  pot  should  be 
made  a  real  one  and  that  there  should 
be  added  to  it  the  Charleston  branch  of 
the  railroad;  if  Mr.  James  and  Mr.  Gary 
will  agree  to  run  the  Charleston  branch 
for  the  convenience  and  benefit  of  the 
public  as  well  or  better  than  it  is  being 
run  by  The  Yazoo  &  Mississippi  Valley 
Railroad  Company  and  will  give  good 
and  sufficient  security  to  guarantee  the 
result,  I  would  be  willing  to  use  my  influ- 
ence to  have  the  Yazoo  &  Mississippi  Val- 
ley Railroad  Company  turn  this  branch — 
lock,  stock  and  barrel — over  to  them. 
I  would  be  glad  to  see  them  take  it  and 
run  it  and  later  explain  why  it  is  not 
as  good  as  a  main  line  railroad,  why  the 
depots  are  not  as  commodious  as  they 
should  be,  why  it  is  necessary  to  carry 
passengers  and  freight  on  the  same 
trains,  etc.  Doubtless,  Mr.  Gary  could 
explain  all  of  these  things  with  at  least 
as  much  plausibility  as  he  explained  how 
Mr.  James'  plantation  was  "destroyed." 
It  is  said  by  Mr.  Gary  that  Mr.  James 
testified  that,  if  the  overflow  of  his  lands 
by  the  railroad  embankment  was  re- 
moved, his  lands,  at  the  time  of  filing 
his  suit  in  1914,  would  have  been  worth 
from  $100  to  $125  per  acre,  including 
all  good,  bad  and  indifferent.  I  think 
it  has  been  fully  developed  that  Mr. 
James  is  entirely  mistaken  about  the 
railroad  having  damaged  his  lands  at 
all.  It  is  interesting  to  note  what  the 
records  of  Tallahatchie  County  show  in 
connection  with  the  assessed  value  of 
Mr.  James'  lands,  and  this  might  be  con- 
sidered with  reference  to  the  taxes  paid 
at  the  present  time  by  the  Railroad  Com- 
panies which  I  represent.  You  will  re- 
call Mr.  Gary  iniected  taxes  into  this 
controversy  by  bringing  up  an  old  case 
which  I  know  nothing  about.  For  1016 
Mr.  James'  cleared  lands  were  assessed 
at  an  average  of  $11.98  per  acre  and  his 

uncleared  lands  were  assessed  at  an  aver- 
age of  $5.00  per  acre.  For  the  year 
1916  the  Railroad  Companies  which  I 
represent  paid  into  the  treasury  of  the 
State  of  Mississippi,  as  taxes,  the  huge 
sum  of  $973,506.  Thes  figures  speak 
for  themselves.  It  does  not  appear  from 
the  assessed  value  of  Mr.  James'  lands 
that  he  is  so  very  strong  for  Tallahat- 
chie County  when  it  comes  to  taxes. 

Mr.  Gary's  letter  abounds  in  contra- 
dictions and  inaccuracies.  In  one  para- 
graph he  states  that  Mr.  James'  planta- 
tion was  "destroyed,"  while  in  another 
he  attempts  to  explain  how  it  happened 
tJDat  Mr.  James  has  been  raising  more 
cotton  since  the  Charleston  branch  was 
built  than  he  ever  raised  before.  He 
says  this  is  because  Mr.  James  has  added 
greatly  to  his  cultivated  lands,  but  if  the 
place  was  "destroyed,"  it  appears  that  it 
would  make  little  difference  whether  the 
number  of  acres  of  cultivated  lands  had 
been  doubled,  tripled  or  quadrupled.  In 
another  place  he  attempts  to  figure  out 
the  damages  per  acre  per  year  and  says 
that  $50,000  of  the  verdict  was  on  ac- 
count of  permanent  damage  to  land.  In 
the  declaration  it  is  charged  that  the 
land  was  permanently  damaged  by  being 
made  "sour,"  but  there  is  not  one  word 
of  proof  in  the  entire  record  concerning 
the  lands  being  made  "sour."  However, 
Mr.  Gary  in  his  calculations,  charges  up 
$10  per  acre  on  the  entire  5,000  acres, 
or  $50,000,  for  permanent  damage,  which 
I  presume  means  souring  the  lands,  and 
then  he  estimates  that  the  damage  to 
crops  was  $15  per  acre,  or  $2.50  per  acre 
per  year,  on  3,500  acres  for  the  six 
years,  and  winds  up  this  amazing  calcu- 
lation by  asking  this  question :  "How 
many  farmers  would  agree  to  have  their 
crops  overflowed  and  destroyed  for  six 
long  years  for  $2.50  per  acre  per  year?" 
Note  that  he  has  charged  up  just  as 
much  for  souring  the  uncleared  lands  as 
he  has  charged  for  souring  the  cleared 
lands,  and  the  same  amount  for  souring 
the  low  lands  as  for  souring  the  high 
lands.  The  cleared  lands  are  charged 
with  $10  per  acre  for  souring  and  $15 
for  crops  destroyed,  and  yet,  Mr.  Gary 
admits  that  Mr.  James  raised  more  cot- 



ton  during  some  of  the  years  complained 
of  than  he  ever  raised  before  the  railroad 
was  built.  Mr.  Gary's  analysis  of  Mr. 
James'  damages  is  calculated  to  make 
one  dizzy — so  much  for  destroying  the 
plantation,  so  much  for  souring  the  land, 
so  much  for  destroying  the  crops  each 
year  on  every  acre  of  cleared  land  owned 
by  Mr.  James  and  then  the  admission 
that  he  raised  more  cotton  during  some 
of  those  years  than  he  did  before  the 
railroad  was  built.  There  is  the  further 
fact,  which  Mr.  Gary  does  not  admit, 
but  which  we  all  know  to  be  true,  that 
the  James  plantation  is  worth  more 
money  today  than  it  was  ever  worth  be- 
fore in  its  history.  Isn't  all  of  this 
enough  to  make  one  dizzy? 

It  is  true  that  the  Railroad  Company 
tried  to  avoid  a  trial  of  the  James  case 
before  a  jury  at  Charleston.  The  re- 
sult of  the  trial  shows  that  the  efforts 
which  were  made  in  this  direction  were 
fully  justified. 

Mr.  Gary  undertakes  to  justify  the 
$100,000  verdict  in  favor  of  Mr.  James 
by  referring  to  a  misfortune  which  hap- 
pened to  the  Illinois  Central  System  be- 
fore I  became  connected  with  it,  when 
some^pf  its  officers  conspired  with  out- 
siders to  rob  the  Railroad  Company  of 
its  revenues,  in  connection  with  the  re- 
pairing of  cars.  I  regret  that  Mr.  Gary 
was  not  fair  enough,  since  he  thought  it 
necessary  to  inject  this  affair  into  the 
controversy,  to  explain  that  as  soon  as 
the  Company  found  out  about  these  ir- 
regularities, that  the  officers  responsible 
were  promptly  dismissed  from  the  serv- 
ice and  were  later  prosecuted.  I  am 
sorry  that  space  forbids  my  going  into 
the  details  of  this  unfortunate  affair,  but 
I  think  you  will  agree  that  it  has  noth- 
ing whatever  to  do  with  the  merits  or 
demerits  of  the  James  law  suit — the 
thing  which  is  under  discussion  now. 

I  quote  as  follows  one  out  of  the  many 
illuminating  passages  in  Mr.  Gary's  let- 
ter: "President  Markham  says  that,  by 
harassing  the  railroad  with  unjust  dam- 
age suits  the  people  are  increasing  their 
own  burdens,  as  these  expenses  are  load- 
ed by  his  Company  onto  the  shoulders 

of  the  people  in  higher  freight  rates  and 
increased  charges."  I  will  give  $1,000 
to  any  charitable  organization  in  Talla- 
hatchie  County,  to  be  named  by  the  edi- 
tors of  the  newspapers  published  in  the 
County,  if  Mr.  Gary  will  prove  that  I 
made  that  statement.  He  knows  that 
the  railroad  has  no  power  to  make  its 
own  freight  rates.  He  knows  that  the 
freight  rate  making  power  is  vested  en- 
tirely in  the  State  Railroad  Commission 
and  the  Interstate  Commerce  Commis- 
sion. What  I  did  say  was  that  the  tak- 
ing of  the  revenues  of  the  railroad  in 
unjust  damage  suits  "reduces  the  ability 
of  the  railroad  by  exactly  the  amount  of 
money  thus  taken  to  provide  facilites  for 
the  permanent  use,  convenience  and  safe- 
ty of  the  public."  In  other  words,  it 
reduces  the  ability  of  the  railroad  to  im- 
prove its  track,  provide  better  depots, 
buy  new  equipment  and  build  new  lines, 
but  it  cannot  affect  freight  rates.  If  Mr. 
Gary  had  wanted  to  be  frank  with  you 
about  the  Charleston  depot,  he  would 
have  explained  that  although  the 
Charleston  line  has  never  been  self-sup- 
porting, the  Railroad  Company  was  per- 
fectly willing  to  enlarge  and  improve  the 
depot  at  Charleston,  and  that  the  prin- 
cipal delay  was  because  the  people  of 
Charleston  could  not  agree  in  regard  to 
where  the  depot  should  be  located;  also 
that  this  improvement  was  well  under 
way,  in  fact,  nearing  completion,  at  the 
verv  time  Mr.  Gary's  letter  was  written 
and  published. 

Mr.  Garv  savs  he  has  heard  many  of 
the  Yazoo  &  Mississippi  Valley  Railroad 
Company's  employes  threaten  the  peo- 
ple of  Tallahatchie  County  since  the 
trial  of  the  James  case.  I  assume  he  is 
not  more  correct  in  this  statement  than 
he  was  in  his  statement  in  regard  to 
freight  rates.  I  wish  it  understood  that 
I  have  no  quarrel  with  the  people  of  Tal- 
lahatchie County.  I  do  not  hold  them 
responsible  for  the  James  case,  although 
Mr.  Gary  has  made  a  mighty  effort  to 
connect  them  with  it. 
Yours  truly, 



A.  E.  Clift,  General  Manager 

T  N  assuming  the  duties  of  General  Manager  of  the  Illinois  Central  System, 
after  twenty-nine  years  of  service  scattered  over  every  part  of  the  property,  the 
thought  which  is  uppermost  in  my  mind  is  what  we — the  55,000  employes — can 
do  to  make  ourselves  more  efficient  to  the  railroad,  to  the  end  that  the  railroad 
may  render  better  service  to  the  public.  Such  questions  as  keeping  up  the  track, 
furnishing  good  equipment,  speeding  up  the  movement  of  freight  cars  and  running 
trains  on  time  are  questions  of  vital  importance,  but  to  my  mind  there  is  another 
question  which  towers  above  them  all,  and  that  is  the  question  of  COURTESY 
toward  the  public  on  the  part  of  our  officers  and  employes.  If  our  officers  and 
employes  are  not  courteous  to  the  public,  the  use  we  have  for  a  safe  track  and 
good  equipment  will  be  limited.  The  best  advertisement  for  a  railroad  is  the  repu- 
tation of  having  courteous  officials  and  employes.  Our  business  is  to  serve.  If 
we  please  those  whom  we  serve,  the  demand  for  our  service  will  become  greater 
and  greater.  Therefore,  the  big  question  which  we  should  study  and  try  to  master 
is  how  to  handle  our  affairs  so  as  to  leave  a  good  taste  in  the  mouth  of  the  public. 
I  trust  that  every  officer  and  employe  of  the  Operating  Department  realizes  to 
the  fullest  extent  the  importance  of  courteous  treatment  of  the  public.  I  hope 
that  they  will  preach  and  practice  COURTESY,  which  means  the  giving  of  polite 
and  civil  answers  to  all  questions,  cultivating  the  art  of  being  agreeably  accommo- 
dating and  bearing  in  mind  at  all  times  that  the  man  worth  while  is  the  man  who 
can  smile  in  the  midst  of  storm,  as  well  as  sunshine.  There  was  a  time  when 
some  high  railway  officials  did  not  consider  it  necessary  to  go  out  of  their  w^iy  to 
try  to  please  the  public.  That  day  has  passed.  A  new  era  has  dawned.  The 
magic  word  on  every  successful  railroad  at  the  present  time  is  COURTESY  and 
the  railroads  which  have  the  most  courteous  officials  and  employes  are  the  ones 
which  are  most  prosperous  and  which  shall  continue  to  be  the  most  prosperous. 
I  care  not  how  much  ability  a  railroad  employe  may  have,  if  he  lacks  COUR- 
TESY in  his  deportment  toward  the  public,  he  is  a  failure.  Let  COURTESY  be 
the  watchword  of  every  official  and  of  every  employe.  Let  us  all  vie  with  each 
other  in  radiating  COURTESY.  Let  us .  strive  to  make  the  Illinois  Central 
famous  as  the  railroad  which  has  the  most  courteous  employes  of  any  railroad 
in  existence.  If  we  succeed  in  doing  this  our  future  will  be  secure  and  the  future 
of  our  Company  will  be  great  with  promise.  Do  not  let  us  forget  that  we  are  de- 
pendent upon  the  railroad  and  that  the  railroad  is  dependent  upon  us,  and  that  one 
cannot  exist  without  the  other.  The  interests  of  each  are  so  intermingled  with 
the  other  that  they  must  be  regarded  and  treated  as  one,  and  not  to  do  so  will 
prove  fatal  to  the  success  of  both. 

If  I  were  asked  to  state  what  I  believed  to  be  the  most  valuable  trait  of  charac- 
ter in  an  employe  of  the  railroad,  the  trait  most  likely  to  attract  attention 
to  him  and  result  in  his  advancement,  I  should  unhesitatingly  say— COURTESY. 


Letter  from 
General  Manager  T.  J.  Foley 

Chicago,  111.,  July  10,  1917. 

One  of  our  conductors  discussed  the  railway  situation  with  a  prominent  farmer. 
The  conductor  knew  all  about  the  Illinois  Central  property  and  management.  He 
impressed  the  farmer,  who  repeated  the  substance  of  what  the  conductor  had 
said  to  a  local  merchant.  Our  Superintendent  called  on  the  merchant  in  the 
usual  course  of  business  and  found  him  in  the  midst  of  a  heated  conversation 
with  a  politician.  The  merchant  was  trying  to  impress  upon  the  politician  that 
a  broad  policy  toward  the  railroads  benefited  everybody,  and  that  a  narrow 
policy  injured  everybody.  The  politician  left  the  merchant  and  the  Superintendent 
together.  The  merchant  explained  that  he  had  gotten  his  inspiration  and  his  facts 
from  the  prominent  farmer.  The  alert  Superintendent  made  it  a  point  to  get 
acquainted  with  the  prominent  farmer  and  learned  that  he  had  formerly  been  very 
antagonistic  to  the  railroads  and  had  been  changed  completely  by  the  interview 
which  he  had  had  with  the  conductor. 

The  thought  occurred  to  me  that  perhaps  the  management  was  to  blame  for 
not  giving  trainmen  and  enginemen  something  to  talk  about.  We  would  like  for 
them  to  do  a  good  deal  of  talking,  for  we  recognize  the  fact  that  they  are  both 
able  and  willing  to  do  it.  Therefore,  I  have  concluded  to  give  them  little  bits 
of  information  about  our  Company  from  time  to  time,  and  I  am  going  to  ask  that 
each  trainman  and  each  engineman  consider  that  he  has  been  constituted  a  com- 
mittee of  one  to  talk  about  the  Illinois  Central  to  the  public.  If  each  should  talk 
with  only  two  or  three  persons  each  month  about  the  needs  of  the  railroads,  it 
would  do  a  great  deal  of  good. 

The  Illinois  Central  Railroad  System  operates  6,150  miles  of  railroad,  with 
additional  tracks  and  sidings  of  3,600  miles.  These  lines  are  located  in  fourteen 
different  States.  The  capital  stock  of  the  Company  is  $109,296,000.00.  There 
are  10,025  stockholders,  4,000  of  whom  are  women.  The  par  value  of  the  average 
holding  of  stock  is  $10,902.00.  The  Company  owns  1,610  locomotives,  1,560 
passenger  cars  and  67,600  freight  cars.  It  operates  an  average  of  1,504  trains 
per  day,  770  of  which  are  passenger  and  734  freight. 

The  total  number  of  employes  averages  54,000  and  their  wages  are  approxi- 
mately $3,450,000.00  per  month.  Increases  in  wages  granted  since  January  1, 
1917,  amount  to  more  than  $400,000.00  per  month. 

During  the  year  ended  December  31,  1916,  the  Company  used  4,230,427  tons 
of  coal,  which  cost  $4,646,450.00  or  $1.10  per  ton  at  the  mines.  At  the  present 
time  the  Company  is  paying  an  average  of  $1.60  per  ton  for  coal  at  the  mines, 
which  is  an  increase  of  50  cents  per  ton,  or  $2,115,213.00;  compared  with  the  cost 
of  coal  for  last  year. 

The  Company  purchased  switch  engines. in  January,  1915,  for  $12,399.00  each, 
and  in  February,  1917,  the  same  class  of  switch  engine  cost  $26,756.00  In 
October,  1915,  we  paid  $22,163.00  for  locomotives  of  the  Mikado  type,  and  in 




February,  1917,  we  purchased  the  same  type  of  locomotives  at  a  cost  of  $41,660.00. 
We  are  buying  some  Pacific  passenger  engines  for  delivery  next  November  at 
a  cost  of  $43,000.00  each.  Two  years  ago  we  bought  the  same  class  of  engines 
at  $20,627.90  each.  In  October,  1915,  we  bought  refrigerator  cars  .at  $1,279.00 
each.  In  April,  1917,  the  same  class  of  cars  cost  us  $2,600.00  each.  In  1914 
)we  paid  $860.00  each  for  box  cars.  The  same  class  of  cars  at  present  cost 
$2,450.00.  For  years  we  have  paid  $30.00  per  ton  for  new  steel  rail.  Recently 
we  bought  2,000  tons  of  second-hand  rail,  for  which  we  were  compelled  to  pay 
$45.00  per  ton.  There  has  been  an  enormous  advance  in  the  price  of  frogs, 
switches,  machinery,  tools  and,  in  fact,  all  the  different  kinds  of  material  which 
the  railroad  is  compelled  tp  have  in  maintaining  its  track  and  equipment. 

The  operating  revenues  of  the  Company  for  the  past  six  months  have 
averaged  $8,280,000.00  per  month,  divided  as  follows :  Freight  service,  $6,280,- 
000.00 ;  passenger  service,  $2,000,000.00.  For  the  same  period,  operating  expenses 
averaged  $5,975,000.00  per  month,  or  72%  of  the  revenue  received.  Taxes  and 
interest  on  bonded  indebtedness  are  at  the  rate  of  $1,100,000.00  per  month. 
Dividend  requirements  at  6%  per  annum  amount  to  $550,000.00  per  month, 
leaving  $655,000.00  per  month  for  additions  to,  and  improvement  of,  the  property. 
Gross  earnings  at  the  present  time  are  the  largest  in  the  history  of  the  Company. 
Fixed  expenses  are  also  the  largest  in  the  history  of  the  Company. 

The  Company  needs  larger  terminals,  more  power,  more  cars  and  enlarged 
facilities  generally  in  order  to  take  care  of  the  constantly  expanding  business. 
Briefly  stated,  the  Company's  condition  is  this :  If  business  continues  at  the 
present  rate,  vast  enlargement  of  facilities  will  be  required.  The  present  surplus 
of  $655,000.00  per  month,  during  this  period  of  peak  business,  is  entirely  inade- 
quate to  justify  unusual  commitments.  On  the  other  hand,  if  there  is  a  lull  in 
business  and  earnings  fall  off,  the  fixed  expenses  must  come  down.  The  problem 
is,  how  can  they  be  gotten  down  ?  In  either  case  the  outlook  is  not  encouraging. 

It  should  be  borne  in  mind  that  our  condition  is  better  than  that  of  many 
railroads,  but  even  in  our  case  the  situation  is  perplexing.  If  the  railroads  are 
not  allowed  to  lay  by  stores  in  fat  years,  like  all  other  business  institutions,  what 
is  to  be  their  lot  in  lean  years,  which  are  as  certain  to  come  as  that  night  follows 

Yours  truly, 

T.  J.  Foley. 

General  Manager. 


Transportation  and  Military  Movement 

Address  by  Lieut.-Col.  A.   B  Ladue,  U.  S.  A.  at  Macon,  Central  of  Georgia 

Staff  Meeting 

It  is  a  pleasure  for  me  to  be  here  this  morning  and  to  have  this  oppor- 
tunity to  address  you  on  this  subject  I  regret  that  I  did  not  have  more  time 
to  prepare  my  address  in  a  more  consecutive  form,  and  to  get  it  in  shape 
so  that  I  could  stand  up  and  deliver  it  without  reference  to  notes.  Under 
the  circumstances,  as  my  notice  was  very  short,  I  shall  be  obliged  to  refer 
quite  frequently  to  my  notes,  and,  in  fact,  I  shall  read  a  good  part  of  what 
1  have  to  say  to  you. 

The  occasion  of  my  being  here  was  a  request  from  the  president  of 
the  Central  of  Georgia  to  General  Wood  that  some  one  be  sent  here  to  address 
this  convention  on  the  general  subject  of  transportation  in  connection  with 
military  movements. 

Transportation  in  connection  with  military  movements,  partakes,  of 
course,  of  the  essential  elements  of  transportation  for  any  purpose.  It  is  a 
matter  of  moving  men  and  military  supplies.  You  are  all  familiar  with 
ordinary  transportation  methods ;  and  it  is  simply  to  call  your  attention  to 
some  of  the  particular  requirements  that  must  be  met  in  the  case  of  military 
movements  that  are  different  from  the  ordinary  commercial  requirements,  that 
I  am  here  today.  While  these  principles  of  which  I  shall  speak  apply  to  all 
military  movements  in  time  of  peace  and  in  time  of  war,  my  remarks  will 
be  addressed  particularly  to  the  requirements  in  connection  with  the  move- 
ments of  large  bodies  of  men  and  large  quantities  of  supplies  under  con- 
sideration and  in  contemplation. 

As  you  all  know,  the  United  States  is  now  face  to  face  with  probably 
the  most  serious  emergency,  the  most  serious  moment  in  all  its  history.  We 
are  up  against  the  strongest  military  power  in  the  world,  a  power  against 
which  we,  single  handed,  are  not  now  in  readiness  to  make  war.  We  might 
even  say  that  but  for  the  protection  which  the  allied  fleet  and  the  allied  army 
are  giving  us  we  would  be  helpless.  We  are  without  enough  soldiers  and 
munitions ;  and  except  for  the  allied  fleet  and  the  allied  army,  our  enemy 
would  have  been  able  by  now  to  go  as  far  into  the  interior  of  our  country 
as  he  cared  to  go.  We  would  not  have  been  able  to  stop  him.  We  are  not 
prepared  for  that  sort  of  thing.  Let  us  hope  that  before  another  such 
emergency  may  come  upon  us  we  will  be  in  shape  to  meet  it. 

We  were  forced  into  this  war  contrary  to  the  wishes  of  the  people, 
contrary  to  the  wishes  of  the  administration  ;  but  we  are  in  it,  and  there  is 
but  one  way  out  of  it,  and  that  is  to  go  through  and  get  out  at  the  other  end. 
We  cannot  get  out  of  the  same  hole  we  went  into.  To  do  this  we  must  put 
forth  all  our  strength,  industrial  strength,  military  strength,  agricultural 
strength  and  transportation  strength.  Upon  all  these  elements  our  success 
depends ;  not  only  our  national  self  respect  as  a  nation,  but  even  our  exist- 
ence, our  national  integrity. 

We  propose  to  meet  this  situation  by  raising,  equipping,  concentrating 
and  training  an  army  of  from  one  million  to  two  million  men.  We  must 
transport  these  men  and  their  equipment  and  supplies  to  the  points  of  con- 
centration and  training,  later  to  the  points  of  embarkation,  and  then  to  the 
battlefields  in  Europe.  This  is  an  enormous  problem,  and  requires  the  most 
earnest  co-operation  and  effort  of  all  concerned. 

As  citizens,  you  are  interested  in  the  question  of  obtaining  these  men. 
providing  their  arms,  munitions  and  supplies,  and  meeting  the  expense  of 
the  undertaking.  But  it  is  not  of  these  subjects  that  I  shall  address  you. 
As  railroad  men  you  are  immediately  concerned  with  transporting  these 



men  to  their  concentration  camps,  transporting  supplies,  munitions,  all  sorts 
of  equipment,  food,  forage,  and  other  things  necessary  to  maintain  them  dur- 
ing the  period  of  training,  and  finally  transporting  the  trained  men  in  large 
masses  to  the  seaports  where  they  can  be  embarked  for  Europe.  To  accom- 
plish these  things  successfully  will  require  the  most  earnest  co-operation  of 
all  who  are  concerned  in  it. 

The  differences  between  commercial  transportation  and  transportation 
for  military  purposes  are  largely,  in  fact,  entirely  I  may  say,  the  consequence 
of  the  fact  that  for  the  purposes  of  administration,  supply,  and  handling  on 
the  battlefield,  military  forces  are  organized  into  bodies,  each  unit  complete 
in  itself  for  all  purposes,  and  these  smaller  units  organized  into  larger  units 
of  increasing  size  until  you  reach  the  army,  which  is  the  largest  body  which 
will  be  gathered  together  for  any  purpose. 

The  smallest  units  is  the  company,  troop  or  battery,  which  is  a  unit  for 
administrative  and  tactical  purposes.  The  next  is  the  battalion  or  squadron 
— the  battalion  for  infantry,  artillery  and  engineers,  and  the  squadron  for 
cavalry — which  is  a  unit  for  fighting  and  tactical  purposes.  The  next  is  the 
regiment  composed  of  three  battalions,  with  the  addition  of  machine  guns, 
headquarters  and  supply  companies,  forming  a  complete  administrative  and 
tactical  unit.  Regiments  are  formed  into  brigades,  finally  into  divisions.  The 
division  is  the  great  basic  unit  for  supply  and  tactical  purposes.  It  is  the  smallest 
unit  embracing  all  arms,  and  is  composed  of  infantry,  artillery  engineers, 
signal  and  aero  units,  and  hospital  units — in  short,  everything  necessary  to 
make  a  complete  fighting  force.  The  division  is  the  unit  with  which  we  shall 
have  to  deal  in  connection  with  the  contemplated  concentration  camps.  These 
camps  throughout  the  Country  will  be  divisional  camps.  In  some  camps 
additional  troops  will  be  organized  into  smaller  units,  but  of  these  I  will  not 
speak  at  present.  For  service  in  the  field,  divisions  are  united  into  army 
corps,  consisting  of  one  or  more  divisions,  with  certain  auxilliary  troops,  and 
corps  are  combined  to  form  armies. 

The  composition  of  these  various  units  is  lafd  down  in  tables  prepared  by 
the  War  Department,  from  which  I  will  read : 






Motorcycles     . 



Machine  Guns 




Hdq.  and 

4  Cos. 


Regiment  Hdq. 

&  Hdq.  Co. 

Machine  Gun 




Supply  Co. 

&  3  Regiments 

3  Battalions 


Medical  and 





























Machine  Guns 





Other  Artill'y  Vehicles 




Mules  . 

Officers  .... 

Wagons  .. 
Horses  .... 
Mules  . 

Regiment,  Infantry 

Regiment,  Artillery 

Regiment,  Cavalry 

Regiment,  Engineers 

Battalion,  Signal  

Division  without  Trains- 
Divisions  with  trains 


Division  with  trains 

Motor  .. 


Hdqs.  & 


Hdqs.  Troop 


Squadron        Machine  Gun 

and  3 

Troop              Headquarters            Troop 


4  Troops         Supply  Troop 


3  Squadron 


Medical  and 



3                            14                            59 


105                   420                 1520 


108                   434                 1579 





108                   435                 1541 








Hdqs.  and 


Battalion            Hdqs.  Co. 


Headquarters        Supply  Co. 


Battery                     and              2  Battalions 

3  Regiments 

3  Batteries        Medical  and 

Medical  and 



5                     17                    47 


190                   570                 1294 


195                   587                 1337 


4                     12                     24 


15                    45                     94 





163                   492                 1127 







Battalion                  and 

Company            Headquarters       2  Battalions 

3  Companies        Medical  and 


4                     14                    37 

164                  499                 1061 

168                   513                 1098 


40                   130                   292 

8                     24                   161 


Standard     Tourist     Baggage     Box            Plat 

Stock        Total 

Sleeper        Car              Car         Car            Car 

Car          Cars 

2           46             5           lOi           9 

12           86 

2           31             5           14*         47 

68         167 

2           37             5           18           13 

96         171 

2           26             3           10             9 

26           76 


14           31 

35         605           76         175         296 

461       1648 











655       2227 
520       2262 

Note.  The  equipment  required  to  move  the  division  and  smaller  units  has 
been  worked  out  by  the  officers  of  the  Quartermaster  Corps.  The  figures  for 
some  of  these  units  are  given  in  the  above  table. 


When  you  consider  that  a  division  must  be  accompanied  by  its  ammunition, 
its  animals,  its  forage,  its  rations,  its  baggage  for  the  men,  its  wagons,  guns  and 
other  vehicles,  its  various  outfits  for  use  in  camp,  all  its  supplies  that  make  it 
independent  and  able  to  keep  the  field,  you  will  realize  what  a  large  question  of 
transportation  is  involved  in  supplying  this  division  and  in  moving  it  from  place 
to  place.  To  move  such  a  body  you  must  have  Pullman  sleepers  for  the  officers  ; 
tourist  sleepers  for  the  men,  if  they  travel  by  night,  or  day  coaches  if  they 
travel  by  day;  baggage  cars,  freight  cars,  flat  cars,  and  cattle  or  stock  cars; 
practically  all  kinds  of  equipment  used  by  the  railroad  except  tank  cars.  Smaller 
units  require  equipment  in  proportion.  The  transportation  problem  as  presented 
in  this  department  will  deal  with  units  of  all  sizes,  up  to  the  division. 

The  first  great  problem  will  be  moving  the  men  and  material  to  the  various 
points  of  concentration.  The  troops  will  not  be  under  canvas,  but  will  be  in 
frame  buildings  with  tar  paper  roofs.  It  will  first  be  necessary  to  place  quantities 
of  construction  material  on  the  site  of  the  camp.  The  problem  will  be  the  ordinary 
commercial  problem  of  moving  large  quantities  of  material.  Then  will  come  the 
problem  of  moving  the  men  and  their  equipment  to  the  camp.  They  will  come 
to  the  concentration  points  in  units  of  various  sizes.  Then  we  shall  have  the 
problem  of  supplying  these  men  while  in  camp  and  finally  their  movement  to  the 
port  of  embarkation. 

In  the  figures  I  gave  you  a  moment  ago  for  a  division,  I  assumed  that  the 
supply  wagon  would  be  drawn  by  animals.  It  is  very  probable  that  motor  trucks 
will  be  used  largely  for  this  purpose.  This  will  add  a  considerable  number  of 
motor  trucks,  but  will  reduce  the  number  of  animals.  You  must  add  the  remounts 
to  replace  the  animals  used  up  during  the  period,  so  you  will  still  have  approxi- 
mately 30,000  men  and  12,000  animals. 

Like  the  movement  of  materials  to  the  site,  the  movement  of  supplies  for  the 
troops  while  in  camp  will  be  essentially  the  same  as  the  commercial  problem. 
It  will  be  simply  a  question  of  supplying  all  the  needs  of  nearly  30,000  men  and 
perhaps  12,000  animals  included  in  the  division  and  its  trains.  As  the  division 
is  the  units  of  organization,  administration  and  supply,  all  passenger  and  freight 
movements  must  be  centralized  at  one  receiving  and  distributing  center,  under 
charge  of  a  quartermaster.  Here,  there  must  be  ample  side  track  facilities,  plat- 
forms for  handling  passengers  and  baggage ;  elevated  platforms  for  handling 
freight  ramps,  for  handling  animals,  with  ample  getaway  arrangements,  suitable 
arrangements  for  loading  and  unloading  heavy  guns  and  vehicles,  and  other 
facilities  for  the  large  and  varied  business  that  must  be  handled.  The  arrange- 
ment for  the  facilities  will  be  a  question  for  the  quartermaster  and  construc- 
tion department.  You  will  also  need  large  quantities  of  cars  of  various  classes 
for  handling  the  freight  as  it  comes  in.  The  cars  must  be  placed  with  considera- 
tion to  convenience  in  handling  the  goods  from  the  point  where  they  leave  the 
cars  to  the  points  where  they  will  be  required  and  to  avoiding  confusion  and 

Each  class  must  be  unloaded  at  the  proper  place.  Shipping  officers  will  facili- 
tate this  as  far  as  possible  by  segregating  shipments,  and  by  marking  each  car 
with  the  class  that  it  contains.  It  is  roughly  estimated  that  the  regular  supplies 
for  a  division  camp  will  average  at  from  300  to  500  tons  per  day,  or  from  20  to 
30  carloads.  On  some  days  the  arrivals  are  likely  to  run  40  or  50  carloads,  or 
even  more.  This  is  for  freight  alone,  and  takes  no  account  of  troop  movements. 

But  it  is  not  so  much  of  this  problem,  important  as  it  is,  that  I  wish  to  speak. 
It  is  rather,  of  the  movement  of  troops,  in  complete  units,  both  during  the  camp 
and  when  the  troops  move  to  the  point  of  embarkation  after  the  training  period. 
Here  we  shall  have  the  greatest  problem,  the  greatest  danger  of  confusion  and 
delay,  and  the  greatest  need  for  careful  co-ordination  and  co-operation  by  all  con- 


cerned.  If  it  were  merely  a  question  of  transporting  so  many  men,  so  many 
horses,  and  so  many  pounds  of  baggage  and  freight,  the  problem  would  not 
present  any  serious  difficulty  to  you  as  railroad  men.  You  would  know  exactly 
how  to  handle  it.  You  would  segregate  your  men  in  passenger  trains  and  segre- 
gate your  animals  in  stock  trains.  You  would  put  your  baggage  in  the  baggage 
cars  and  your  heavy  freight  in  freight  trains,  and  ship  them  all  individually  and 
separately.  That,  however,  is  not  possible  in  military  movements.  Each  mili- 
tary body  is  a  special  unit  for  a  special  purpose,  and  equipped  for  that  purpose 
and  that  purpose  only.  It  carries  exactly  what  is  necessary  for  that  purpose 
and  nothing  more.  If  it  is  separated  even  for  a  short  period  of  time  from 
any  part  of  its  equipment,  its  efficiency  suffers.  The  comany,  for  example 
sleeps,  eats,  drills  and  trains  together  as  a  unit,  and  gets  all  of  its  supplies 
together.  If  any  of  the  men  are  separated  from  the  company  there  is  no 
convenient  way  to  supply  them.  If  the  supplies  are  separated  from  the  company, 
ttoere  is  no  convenient  way  to  supply  its  needs.  The  battalion  is  simply 
a  fighting  unit.  It  is  composed  of  four  companies  because  that  is  the  most  con- 
venient number  for  the  purpose.  If  one  company  is  separated  from  the  battalion 
it  is  not  as  efficient  as  if  all  were  together.  In  the  same  way,  a  regiment  is  divided 
into  three  battalions  for  fighting  purposes,  but  the  regiment  is  the  administrative 
or  supply  unit,  and  if  a  battalion  is  accidentally  separated  from  the  regiment 
it  may  find  itself  without  its  supplies  and  medical  and  hospital  facilities. 
The  regiment  is  complete  in  itself,  with  its  machine  guns,  mounted  scouts, 
supply  wagons  and  medical  officers,  all  needed  for  its  efficient  operation ;  and  no 
part  of  this  organization  can  be  left  behind  without  impairment  of  its  efficiency 
and  self-sufficiency.  This  is  true  of  the  other  units.  Each  must  "be  kept  together. 
The  men  must  be  kept  together  and  their  equipment  must  be  kept  with  them. 
They  must  have  their  rifles  and  ammunition,  their  animals,  their  field  kits, 
their  supplies  and  their  rations.  The  cavalry  must  not  be  separated  from  their 
horses.  The  artillery  must  not  be  separated  from  their  guns.  All  must  have 
wagons  to  carry  their  rations  and  baggage  and  animals  to  draw  them  and  forage 
for  their  animals. 

You  will  appreciate  the  necessity  of  keeping  these  organizations  and  their 
equipment  together  when  you  consider  that  troops  in  the  field  carry  their  homes 
and  all  their  belongings  with  them.  When  they  move  they  must  perform  their 
own  labor  in  loading  their  freight,  and  in  unloading  at  the  other  end  of  the  line. 
The  organization  commander  is  both  the  shipper  and  the  consignee.  He  must 
see  that  the  cars  are  placed,  that  the  property,  animals  and  wagons  are  loaded, 
and  that  the  men  get  on  board,  and  then  at  the  destination  he  must  reverse  the 

For  example,  consider  the  movement  of  the  smallest  infantry,  the  com- 
pany of  three  officers  and  150  men.  The  company  has  no  wagons  regularly 
assigned  to  it,  but  regimental  wagons  supply  the  company.  For  this  unit  alone,  a 
jbaggage  car  or  two,  and  three  or  four  coaches  or  tourist  sleepers  would  be 
sufficient.  This  tr'ain  would  be  essentially  a  passenger  train.  The  tents  and  bag- 
gage, equipment,  rations,  supplies  and  ammunition  would  be  loaded  by  the 
troops,  and  the  men  would  then  be  ready  to  take  their  places.  It  is  a  matter 
of  a  few  moments  only.  Arrangements  for  cooking  can  be  made  in  part  of  the 
baggage  car. 

Consider  the  movement  of  a  battalion  consisting  of  headquarters  and  four 
companies,  a  total  of  fourteen  officers  and  six  hundred  men.  You  now  intro- 
duce animals  and  wagons  when  a  battalion  is  acting  as  a  separate  unit.  A 
battalion  will  have  its  rations  and  forage,  books  and  papers,  kitchen  outfit,  am- 
munition and  reserve  supplies,  horses  for  mounted  officers,  and  if  it  is  separated 
from  the  regiment,  its  wagons  and  mules,  if  any  part  of  this  outfit  is  left  behind 


or  goes  astray,  the  battalion  will  be  in  difficulties,  When  the  orders  come  for  a 
move,  the  commander  must  arrange  through  the  quartermaster  for  the  necessary 
cars,  for  placing  them  for  loading,  and  for  marking  on  each  the  proposed  con- 
tents. He  must  then  assign  the  cars  to  the  different  classes  of  property,  have  the 
freight  loaded  by  the  troops  or  by  details  from  the  troops,  put  the  horses  and 
wagons  on  board,  and  when  all  is  loaded  he  must  put  the  troops  on  the  cars  ready 
to  move.  At  the  destination  the  process  is  reversed  and  the  property  taken 
to  the  camp. 

As  a  rule,  one  train  or  section  will  be  required  for  a  battalion,  composed  of 
day  coaches  or  tourist  sleepers  for  the  men,  baggage  cars,  flat  cars  for  the  wagons, 
box  cars  for  the  heavy  freight,  animals  and  rations,  and  a  kitchen  car  if  such  is 
available.  Otherwise  a  section  of  the  baggage  car  must  be  partitioned  off  for 
cooking.  Day  coaches  will  be  needed  for  the  men  if  the  journey  is  completed 
in  a  day,  or  tourist  sleepers  if  the  journey  runs  through  the  night.  All  this 
equipment  should  be  run  in  one  section,  though  to  the  railroad  man,  accustomed 
to  the  separation  of  traffic,  this  must  seem  a  strange  procedure. 

Take  now  a  regiment  of  infantry,  consisting  of  headquarters,  three  battalions 
of  four  companies  each,  a  headquarters  company  of  one  officer  and  fifty-eight  men, 
twenty-six  of  who  are  mounted,  a  machine  gun  company  of  four  officers  and 
seventy-four  men,  eleven  of  whom  are  mounted,  with  six  machine  guns  and 
twenty-four  pack  mules  to  handle,  and  a  supply  company  of  two  officers  and 
thirty-seven  men,  eleven  of  whom  are  mounted,  with  twenty-seven  wagons  and 
one  hundred  and  twelve  draft  mules,  making  a  total  of  56  officers,  2002  men, 
27  wagons,  212  animals,  and  6  machine  guns,  with  tents,  baggage,  rations,  am- 
munition, forage  and  other  miscellaneous  property  and  supplies. 

At  the  risk  of  repeating  myself,  I  will  remind  you  once  more  that  this 
regiment  is  a  complete  unit.  It  is  supplied  as  a  unit.  It  draws  its  ammunition 
as  a  unit.  It  draws  its  forage  and  rations  as  a  unit.  It  acts  as  a  unit  all  the 
way  through.  It  has  everything  that  is  necessary,  and  everything  that  it  has 
must  be  on  hand  for  administrative  and  supply  purposes,  and  for  action.  The 
machine  guns,  mounts,  supply  wagons  and  ambulances  must  be  there  for  efficient 
operation.  If  the  food  goes  astray  the  men  will  have  nothing  to  eat.  If  the 
tents  go  astray  they  will  have  no  place  to  sleep.  They  must  be  provided  for. 
The  men  cannot  be  scattered  around  through  boarding  houses.  The  animals 
cannot  be  obtained  from  livery  stables,  and  the  men  cannot  buy  ammunition  in 
the  hardware  stores.  Everything  they  need  has  got  to  be  with  them.  For  that 
reason  military  trains  must  be  mixed  trains.  They  must  carry  the  baggage,  food, 
forage,  ammunition  and  tentage  as  well  as  the  men.  As  a  rule,  it  will  require 
from  three  to  five  or  six  trains  or  sections  to  carry  a  regiment ; — one  section 
for  each  battalion,  and  one  possibly  more  than  one  for  the  supply  and  machine 
gun  companies,  animals  and  wagons. 

In  the  movement  of  the  larger  bodies,  we  have  more  men,  more  animals, 
and  a  greater  quantity  of  baggage  and  provisions,  and  the  movement  becomes 
more  complicated.  Picture  the  situation.  Here  we  have  Ihe  men  in  camp, 
which  is  their  temporary  home,  with  all  their  equipment,  their  ammunition, 
their  food,  their  bedding,  their  tents,  their  animals  and  their  wagons.  Every- 
thing is  complete.  We  are  to  pick  this  outfit  up,  load  it  tin  the  trains,  take  it 
to  another  part  of  the  country  and  set  it  up  complete,  without  unnecessary  hard- 
ship, without  unnecessary  delay,  and  without  losing  any  part  of  the  outfit,  place 
the  outfit  complete  in  another  place  ready  for  business. 

The  commanding  officer  receives  his  orders  for  the  move.  He  prepares 
his  schedule  of  equipment  required  and  has  it  placed.  He  has  his  baggage  packed, 
his  tents  taken  down  and  rolled  up  and  makes  a  list  of  all  packages  that  are  to  go, 
arranges  for  hauling  the  property  to  the  loading  place,  loads  it  into  the  cars,  or 


makes  arrangements  to  have  it  loaded,  putting  in  first  the  articles  that  will  be 
the  last  to  be  needed  on  arrival,  and  putting  in  last  the  articles  that  will  be  needed 
first ;  gets  his  animals  and  wagons  aboard ;  and  when  all  is  loaded,  he  assembles 
the  men  and  places  them  in  the  cars  to  which  they  are  assigned.  On  arrival  the 
process  is  reversed ;  the  men  disembark,  take  off  the  animals  and  wagons,  get  off 
the  rations  which  they  are  going  to  use  immediately,  send  the  tents  to  the  camp, 
with  details  to  erect  them,  so  that  by  the  time  the  men  unload  the  rest  of  the 
property  the  camp  is  well  along  towards  being  ready  for  occupancy. 

In  the  other  branches  of  the  service  the  procedure  is  essentially  the  same. 
The  cavalry  has  its  horses  to  take  care  of,  the  artillery  horses  and  guns.  En- 
gineers have  horses  and  map  and  tool  wagons,  and  sometimes  a  bridge  train, 
consisting  of  a  number  of  heavy  wagons,  with  pontoon  boats  and  other  material 
used  in  bridge  construction.  The  signal  organizations  have  their  telegraph  and 
telephone  carts  and  their  wire  reel  carts ;  the  Hospital  Corps,  their  ambulances 
and  equipment  for  field  hospitals  and  dressing  stations;  the  aero  squadrons, 
their  aeroplanes  and  motor  trucks.  Provision  for  handling  all  these  various 
articles  must  be  made. 

When  you  get  to  a  division  you  will  have  all  these  various  elements,  and, 
in  addition,  a  large  number  of  animals  and  wagons,  or  motor  trucks,  comprising 
the  division  supply,  ammunition,  sanitary,  and  engineer  trains.  Each  of  these 
units  is  essentially  complete  to  perform  the  functions  necessary  to  the  well  being 
of  itself  and  the  other  portions  of  the  command  to  which  it  is  attached. 

If  the  cavalry  is  separated  from  its  horses  it  is  unable  to  perform  the  func- 
tions of  cavalry;  if  you  separate  the  artillery  from  its  guns  it  is  useless.  To 
illustrate,  there  have  been  cases  of  artillery  being  sent  into  action  without  any 
sights  for  its  guns  and  under  these  circumstances  the  use  of  the  guns  is  simply 
guess  work.  Cavalry  has  been  shipped  without  horses,  and  thus  could  be  used 
only  as  infantry.  During  the  Spanish  war  the  engineers  took  a  bridge  train  to 
Cuba,  but  it  went  on  another  vessel  and  the  engineers  never  did  get  it  until  after 
the  war.  On  some  occasions  troops  armed  with  one  gun  found  themselves  with 
ammunition  for  another;  their  own  ammunition  had  gone  astray.  Instances  of 
this  sort  could  be  multiplied,  but  it  is  hardly  necessary.  I  think  I  have  stated 
to  you  enough  to  impress  upon  you  the  reasons  why  in  a  military  movement  the 
men  should  go  with  all  their  equipment  and  baggage,  and  the  difficulties  that  are 
likely  to  arise  if  they  are  separated.  We  realize  that  this  introduces  difficulties 
in  railroad  operation,  but  these  difficulties,  I  am  sure,  will  be  met,  and  less  harm 
will  ultimately  result  than  if  we  attempted  to  adopt  our  methods  to  railroad 
procedure.  The  problem  of  moving  a  large  military  command  is  essentially 
the  same  as  that  of  moving  a  large  circus,  which,  no  doubt,  you  have  had  ex- 
perience, and  it  must  be  handled  in  the  same  way. 

The  division  is  the  basic  unit,  and  it  will  require  a  large  amount  of  equipment 
to  handle  it.  It  will  have  to  move  from  the  camp  to  the  port  as  a  unit,  or,  rather, 
as  an  aggregation  of  smaller  units,  each  complete  in  itself.  The  movement  will 
probably  take  the  form  of  a  number  of  separate  and  distinct  battalion  trains 
or  sections,  four  or  five  battalion  sections  making  one  regiment  train,  several 
of  which  will  make  up  a  brigade  movement,  and  several  of  the  latter  a  division 
movement.  Of  course  such  a  movement  requires  some  time  to  accomplish,  but  the 
division  will  necessarily  be  transported  as  rapidly  as  possible,  because  when 
embarkation  does  occur,  large  bodies  of  men  will  be  placed  on  the  docks  in 
the  shortest  time  and  shipped  with  the  least  possible  delay.  Each  different  divi- 
sion, with  infantry,  cavalry,  artillery,  engineers,  and  other  units  will  be  complete 
as  already  outlined,  with  men,  horses,  guns,  ammunition,  forage  and  rations  and 
baggage  for  them.  We  cannot  send  all  the  wagons,  or  all  the  ammunition,  or  all 
the  rations  for  the  division  in  one  train,  because  that  would  separate  the 


articles  from  the  men.     It  is  necessary  that  each  organization  be  held  complete 
and  intact  ready  for  operation. 

I  will  not  take  the  time  to  go  into  the  complete  arrangement  necessary  for 
handling  these  men  at  each  camp.  These  arrangements  are  a  matter  for  the 
construction  department  and  the  quartermaster's  department.  But  enough  has 
been  said  to  show  how  complete  these  arrangements  must  be  and  how  closely 
all  parties  must  co-operate  to  insure  their  success. 

To  show  more  fully  the  army  side  of  this  question,  I  would  like  to  read  a  few 
extracts  from  the  regulations  of  the  quartermaster's  department,  which  has 
charge  of  all  transportation  for  the  army  in  the  rear  of  the  field  of  operations. 
When  we  get  to  the  field  of  operation,  where  there  are  military  trains,  then  we 
run  into  the  province  of  the  engineers,  who  have  charge  of  the  construction 
and  operation  of  military  railroads  beyond  the  point  where  the  commercial  rail- 
roads reach.  The  quartermaster  will  have  charge  of  the  transportation  over  the 
commercial  railroads  up  to  the  point  where  the  military  roads  take  over  the  duty. 

The  first  regulation  that  I  will  read  is  one  of  the  statutes  of  the  United 

3342.  In  time  of  war  or  threatened  war  preference  and  precedence  shall, 
upon  the  demand  of  the  President  of  the  United  States,  be  given  over  all  other 
traffic  to  the  transportation  of  troops  and  material  of  war,  and  carriers  shall 
adopt  every  means  within  their  control  to  facilitate  and  expedite  the  military 
traffic.  And  in  time  of  peace  shipments  consigned  to  agents  of  the  United  States 
for  its  use  shall  be  delivered  by  the  carriers  as  promptly  as  possible  and  without 
regard  to  any  embargo  that  may  have  been  declared,  and  no  such  embargo 
shall  apply  to  shipments  soi  consigned.  (39  Stat.  604). 

3342.  In  time  of  actual  or  threatened  hostilities  within  the  theater  of  opera- 
tions, the  Corps  of  Engineers  has  charge  of  the  construction,  maintenance  and 
repair  of  roads,  ferries,  bridges  and  incidental  structures,  and  the  construction, 
maintenance  and  operation  of  railroads  under  military  control,  including  the  con- 
struction and  operation  of  armored  trains.  (A.  R.  1493,  1913.) 

3441.  The  movement  of  troops  and  their  equipment  over  commercial  rail- 
ways is  the  function  of  the  Quartermaster  Corps  who  plan  and  prepare  for  the 
move  in  conformity  with  regulations  and  orders  from  competent  authority. 
(F.  R.  S.  388,  1914.) 

3442.  An  order  for  the  transportation  of  troops  by  rail  should  designate 
the  shipping  Quartermaster  when  there  is  any  doubt  whose  duty  it  is  to  furnish 

In  drawing  up  orders  for  the  movement  of  troof  ^  by  rail,  the  following  points 
should  be  clearly  stated : 

(a)  Date,  place  of  entraining,  destination,  route  to  follow. 

(b)  Hours  of  departure  of  trains,  time  at  which  troops  should  reach  the 
entraining  place,  route  that  they  should  follow. 

(c)  Details  in  regard  to  feeding  of  troops  and  watering  and  feeding  of 
animals   en    route. 

(d)  Places  of  assembly  near  entraining  and  detraining  stations. 

(e)  Schedule  showing  assignment  of  troops,  animals,  and  vehicles  to  dif- 
ferent trains. 

Troops  will  not  occupy  railway  buildings  or  use  the  railway  facilities  or 
property  without  authority  from  trie  Railway  staff  officers.  (F.  S.  R.  400,  1914.) 

3445.  Two  estimates  for  rail  transportation  (Q.  N.  C.  Form  469)  will  or- 
dinarily be  required  when  organizations  are  moved  by  rail.  The  first  is  a  pre- 
lininary  estimate,  giving  the  shipping  quartermaster  the  data  to  enable  him  to 
order  the  necessary  cars  and  have  them  properly  placed,  and  the  final  one  is  an 
exact  return  of  the  officers,  enlisted  men,  civilian  employees,  animals  and  vehicles. 


Separate  estimates  are  necessarily  required  for  each  train  section.     They  should 
give,  in  each  instance,  the  following  data : 

(a)  Organizations    and    headquarters. 

(b)  The  number  of  the  train  section  (No.  1  being  the  first  to  depart,  No.  2 
the  second,   etc.) 

(c)  Destination. 

(d)  Name  of  train  quartermaster. 

(e)  Authority  for  the  movement. 

(f)  The  number  of  officers  and  enlisted  men,  separately  for  each  arm  and 
corps,  and  omitting  live  stock  attendants. 

(g)  The  number  of  Civilian  employees,  omitting  live-stock  attendants, 
(h)   The  number  of  live-stock  attendants. 

(i)  The  number  of  public  mules,  public  horses,  and  authorized  private  horses, 

separately  for  each, 
(j)  The  number  of  wagons,  ambulances,  guns,  caissons,  and  other  vehicles, 

separately  for  each. 

(k)  The  approximate  total  weight  of  organization  property,  household  goods 
and  checkable  baggage,  separately  for  each  of  the  three  items,  should 
also  be  shown  in  the  preliminary  estimate,  but  not  in  the  final  one,  such 
information  being  then  given  in  the  shipping  lists  and  invoices  (Pars. 
3496  and  3497). 

3449.  In  interdepartmental  journeys  where  haste  is  essential,  the  routing 
and  preliminary  arrangements  for  railroad  equipment  will  usually  be  made  direct 
by  the  Quartermaster  General.  The  railroads  and  department  and  post  quarter- 
masters will  be  advised  of  his  action.  This  action  will  be  taken  with  a  view  to 
expediting  the  supply  of  equipment,  and  the  local  quartermaster  will  follow  the 
matter  to  its  conclusion  and  see  that  the  equipment  is  furnished  and  placed 
at  the  desired  point  for  loading. 

3453.  In  expedited  movements  bids  need  not  be  invited.  Preliminary  advice 
should  be  furnished  the  carrier  orally,  or  by  telephone  or  telegraph,  but  in  any 
event  a  letter  of  advice  will  be  furnished  the  carrier. 

The  following  sample  letter  covers  the  general  case : 

Office  of  the  Quartermaster,     ] 

Fort 1916.     J- 

From :     Quartermaster.  J 

To:     (Superintendent  or  Agent) Railway  Co. 

Subject:    Transportation. 

1.  It  is  requested  that  the Railroad  Company  furnish  trans- 
portation from  to VIA for  approxi- 
mately the  following 


Enlisted  men. 

Pounds  of  freight. 



Officers  to  be  furnished  one  berth  each  in  standard  sleeper;  the  enlisted 
men  to  be  accommodated  three  to  a  section  in  tourist  sleeper. 

2.  It  is  estimated  that  the  following  equipment  will  be  required : 

Pullman    sleepers section   each 

Tourist   sleepers section   each 

Baggage  cars  with  end  doors 

Kitchen  cars. 

Box     cars  feet  long 

Stock  cars  feet  long 

Gondola  cars  feet  long  with 

drop  end. 


If  tourist  sleepers  are  not  readily  available,  coaches  should  be  substituted 
on  the  basis  of  one  man  to  each  double  seat,  and  an  endeavor  made  to  secure 
the  tourist  sleepers  and  transfer  the  man  thereto  at  a  convenient  place  en  route. 
(*See  below.) 

If  end  door  cars  are  not  available,  (readily)  substitute  an  equal  number  of 
solid-end  baggage  cars. 

If  drop  end  gondolas  are  not  readily  available,  solid-end  gondolas  will  not 
answer,  but  an  equal  number  of  flat  cars  should  be  supplied. 

3.  It  is  desired  to  get  the  troops  under  way  as  soon  as  practicable,  and  it  is 
therefore  requested  that  delivery  of  the  equipment  be  expedited.     It  is  estimated 

that  the  first  train  section  will  be  ready  to  leave  about o'clock, 19...., 

and  will  be  followed  as  rapidly  as  possible  by  the  other  sections. 

4.  It  is  understood  that  150  pounds  of  personal  checkable  property  per 
capita  belonging  to1  officers  and  men  will  be  carried  free.     Sufficient  space  to  be 
reserved  in  baggage  cars  free  of  charge  for  subsistence  en  route.     The  men  to 
be  allowed  to  take  their  arms  and  necessary  hand  baggage  for  their  journey  with 
them  in  the  passenger  cars  without  charge. 

All  cars  to  be  of  standard  quality  and  in  good  order  and  sanitary  condition ; 
passenger  cars  to  be  properly,  watered, f  lighted  and  heated ;  stock  cars  thoroughly 
cleaned  and  bedded  with  clean  earth,  sand  preferred ;  all  equipment  to  be  placed 
at  point  of  embarkation  in  time  for  inspection  before  movement;  freight  cars  to 
be  placed  in  readiness  at  the  most  convenient  points  sufficient  in  advance  of  pas- 
senger cars  to  admit  of  the  loading  of  freight  and  preparations  of  bills  of  lading 
prior  to  the  embarkation  of  troops. 

5.  It  is  requested  that  this  office  be  notified  promptly  as  to  whether  or  not 
your  company  will  furnish  the  above  described  transportation. 

In  case  your  company  can  furnish  the  transportation,  information  is  also 
desired  as  to  date  and  hour  equipment  will  arrive  and  be  ready  for  use.  Upon 
receipt  of  this  information  you  will  be  furnished  instructions  as  to  placing  of 
cars  and  making  up  of  trains. 


Place : 

*When  the  approximate  time  required  for  the  journey  is  24  hours  or  less 
substitute  the  following : 

If  tourist  sleepers  are  not  readily  available,  coaches  should  be  substituted  on 
the  basis  of  three  men  to  each  two  double  seats. 

fin  case  of  long  journeys  or  when  weather  is  excessively  warm,  request 
should  be  made  to  have  extra  cans  or  barrels  of  drinking  water  placed  on  car 

For  assistance  in  making  up  the  schedule,  the  Quartermaster  Department 
issues  tables  giving  the  capacity  of  the  various  classes  of  cars,  which  it  is  not 
necessary  to  introduce  here;  also  detailed  instructions  for  loading  freight,  artil- 
lery, carriages,  wagons,  ambulances,  animals  and  so  on.  I  will  pass  over  these 
and  continue  with  general  regulations. 

3458.  Whenever  organizations  are  moved  by  rail  with  their  animals,  equip- 
ment, and  material,  it  is  desirable  that  complete  units  be  kept  together  in  trains 
divided  into  convenient  train  sections.     It  is  preferable  to  have  trains  of  moder- 
ate size  with  good  speed  rather  than  long  trains  with  low  speed.     If  it  is  neces- 
sary to  divide  a  train,  some  officers  and  men  will  accompany  each  section.     The 
troops  should  not  be  separated  from  the  animals  if  it  can  be  avoided ;  but  if  the 
animals  are   shipped    in   separate    sections   selected   detachments   under   officers 
accompany  them,  and  such  sections  will  precede  the  troops. 

3459.  For  commands  of  four  companies  of  Infantry,  for  one  field  Battery, 
for  two  troops  of  Cavalry,  or  larger  movements,  it  is  always  better  to  arrange 


for  special  trains  made  up  to  include  the  freight  cars  carrying  the  command's 
freight.  This  insures  the  arrival  together  at  destination  of  the  troops  and 
property  of  the  command,  but  will  retard  the  movement  of  the  troops  themselves, 
as  trains  carrying  freight  cars  cannot  make  the  same  rate  of  speed  as  those  com- 
posed wholly  of  passenger  equipment. 

Under  the. most  favorable  conditions,  a  single  section  of  a  troop  train  should 
not  consist  of  more  than  20  cars. 

Under  ordinary  conditions  a  section  of  a  railway  train  will  carry  the  fol- 
lowing organizations  at  war  strength:  1  battalion  of  Infantry,  or  2  troops  of 
Cavalry,  or  1  battery  of  Artillery,  or  1  company  of  Engineers  with  bridge  train. 

3460.  As  far  as  practicable  the  breaking  of  military  units  should  be  avoided, 
but  as  the  size  of  the  trains  will  be  left  to  a  great  extent  to  the  railroad  officials, 
it  will  not  always  be  possible  to  prevent  it ;  and  in  case  units  are  to  be  broken,  it 
is  essential  that  the  commanding  officers  know  in  advance  how  their  troops  are 
to  be  carried,  in  order  that  arrangements  can  be  made  for  provisioning  and 
caring  for  the  troops  in  each  section. 

3492.  The  general  rule  for  loading  property  is  to  put  in  first  such  articles 
as  will  not  be  immediately  needed  on  arrival  at  destination. 

The  following  order  should  be  generally  observed  in  loading: 

1.  Company  property,   equipment  and  supplies  not  needed  in  transit    (in 
box  cars,  locked  and  sealed  by  railroad  officers  prior  to  departure  of 
train)  : 

Company  property. 

Property  of  officers  and  men. 



Sanitary  stores. 


Cooking  utensils. 

2.  Transportation  (on  flat  cars)  : 

Guns  and  Artillery  Carriages. 


Wagons,  etc. 


3.  Forage  (in  box  cars). 

4.  Checkable  baggage,  rations  for  use  en  route,  and  arms  (in  baggage  and 
kitchen  cars,  under  guard). 

5.  Animals  (in  stock  cars). 

6.  Men  (in  coaches  or  sleepers). 

By  this  arrangement  the  articles  needed  first  will  be  unloaded  first.  The 
cars  should  be  allotted,  marked  and  loaded  as  prescribed.  If  the  organization 
is  to  be  shipped  in  two  or  more  sections,  see  that  the  proper  baggage  cars  accom- 
pany each  section,  so  that  when  an  organization  arrives  in  camp  its  baggage  will 
be  with  it.  At  least  two  men  should  be  in  each  unsealed  car  containing  baggage 
or  rations. 

The  following  paragraphs  on  Entraining  and  Detraining  Troops  are  taken 
from  the  Field  Service  Regulations  of  the  United  States  Army  (1914). 

393.  Loading  and  Entraining.  At  the  proper  time  loading  is  begun  and  is 
carried  on,  usually  by  the  troops,  pursuant  to  the  orders  of  the  commander. 
Heavy  property  may  be  loaded  by  details  before  the  arrival  of  the  troops. 

Artillery  and  other  carriages  are  made  secure  by  lashings  and  by  nailing 
blocks  of  wood  to  the  flooring  under  the  wheels. 

The  arrival  of  troops  at  the  station  should  be  timed  so  that  there  will  be  no 
delay  in  waiting  for  cars.  When  the  barrack,  camp,  or  bivouac  is  not  more  than 


a  mile  from  the  station,  troops  are  not  required  to  fall  in  until  notice  has  been 
received  that  the  cars  are  at  the  station  and  have  been  inspected  and  assigned. 
The  command  is  then  marched  to  the  train  and  the  property  and  animals  loaded. 
The  organizations  are  then  marched  opposite  their  cars  and  entrained. 

401.  Detraining  and  Unloading.  The  train  schedule  is  arranged,  when 
practicable,  for  arrival  at  destination  in  the  morning.  The  troops  are  notified  in 
time  to  prepare  for  detraining.  The  officers  and  guard  are^the  first  to  leave  the 
cars.  The  commander  meets  the  staff  officer  sent  to  the  train,  receives  instruc- 
tions, if  any,  gets  his  bearing,  and  orders  the  troops  to  detain.  As  soon  as  the 
passenger  coaches  or  sleeping  cars  are  empty,  the  quartermaster,  or  a  specially 
designated  officer,  accompanied  by  the  conductor,  if  practicable,  makes  an  inspec- 
tion of  the  cars  and  notes  their  condition ;  the  result  is  reported  to  the  com- 

The  troops  procure  their  field  kits  and  march  to  camp  without  delay,  leaving 
suitable  details  to  unload  and  bring  up  the  property.  If  the  camp  is  distant, 
arms  are  stacked,  and  a  part  or  all  of  the  command  unloads  the  train. 

The  instructions  to  the  commanders  and  to  the  quartermasters  are  quite  in 
detail  and  quite  complete,  as  already  indicated  by  the  extracts  I  have  read  from 
the  quartermaster's  instructions.  Essentially,  however,  they  are  based  on  the 
principles  to  which  I  have  already  referred ;  that  is,  the  organizations  must  be 
kept  intact ;  and  that  all  their  property,  supplies,  animals,  and  ammunition  must 
be  kept  with  them.  All  must  go  together  as  complete  units.  Regiments  may  be 
divided  into  battalion  units.  Battalion  units  may  be  divided  into  company  units, 
but  the  company  must  be  complete.  However  you  sub-divide  them,  the  subdivi- 
sion must  be  complete  in  all  respects  as  far  down  as  you  go.  I  will  say  again 
that  from  the  largest  army  aggregation,  which  is  the  division,  to  the  smallest, 
each  one  must  be  complete  in  itself. 

The  successful  handling  of  such  a  movement  as  this,  with  the  large  bodies  of 
men  now  under  consideration,  will  be  a  large  question  of  transportation,  and  upon 
the  success  of  the  measures  taken  for  this  purpose  will  depend  very  largely  the 
success  of  the  movement.  To  make  it  a  success  will  require  the  best  effort  and 
the  most  earnest  co-operation  of  all  concerned.  The  military  authorities  feel 
that  they  can  count  on  this  co-operation  from  all  connected  with  the  railroad 
service.  It  is  the  common  cause  of  the  American  people.  We  are  working 
in  one  way  to  perform  one  part  of  the  work,  and  you  are  working  in  another 
way  to  perform  another  part  of  the  work.  We  are  all  working  for  one  purpose, 
and  I  am  sure  that  we  can  count  on  you,  on  all  your  men,  and  on  all  men  like 
you,  to  carry  out  these  operations  to  a  successful  conclusion.  Some  regulations 
may  seem  different  from  what  you  are  accustomed  to,  and  the  service  may  seem 
hard  and  strenuous,  but  we  know  that  whatever  may  be  the  call  that  you  will 
rise  to  it,  and  we  are  going  to  carry  this  thing  through  in  all  its  details.  I  thank 
you,  gentlemen. 

Mr.  G.  L.  Candler :  In  explanation,  Col.  Ladue,  we  are  gathered  here,  as  it 
is  our  custom  to  do  periodically,  to  discuss  questions  connected  with  the  every 
day  operation  of  the  line  we  represent.  There  are  representatives  here  from  all 
departments  of  our  company,  and  on  the  part  of  each  one  of  them,  and  on  the 
part  of  the  management,  I  desire  to  extend  to  you  our  sincere  thanks  for  the 
very  interesting  and  very  instructive  address  you  have  given.  I  am  sure  that  we 
will  profit  by  it. 

I  simply  want  to  give  you  the  full  assurance  that  the  Central  of  Georgia 
Railway  Company  is  going  to  give  you  the  heartiest  co-operation.  We  are  too 
old  to  bear  arms,  most  of  us  are,  but  if  it  is  necessary  we  will  do  that.  We  do 
know  that  there  are  some  things  that  we  can  do,  whatever  we  are  called  upon  to 
do,  we  are  going  to  do  our  very  best.  We  have  here  at  Macon  what  we  call  ample 



and  modern  facilities ;  also,  shops,  car  shops  and  yards,  and  if  i^  is  convenient 
while  you  are  here,  and  we  hope  you  will  find  it  convenient,  we  waht  y0u  to  visit 
those  facilities  and  see  what  they  are  worth.  We  again  thank  you  for  the  trouble 
you  have  taken  in  coming  here  to  address  us.  I  know  we  will  all  profit  by  it, 
and  I  hope  you  will  find  it  convenient  to  remain  with  us  throughout  the  session. 

Mr.  L.  W.  Baldwin :  I  would  like  to  say  a  word  of  appreciation.  We  have 
not  appreciated  what  an  enormous  'job  it  was,  enormous  piece  of  work,  enormous 
undertaking,  to  move  a  division.  I  think  some  of  us  now  fail  to  appreciate  it, 
simply  because  the  figures  are  so  large  that  we  have  not  been  able  to  absorb  them, 
and  the  task  is  so  big  that  we  have  not  figured  out  individually  how  we  can  per- 
form it.  I  want  to  say  further  that  I  am  sorry  that  every  officer  and  every  em- 
ployee of  the  Central  of  Georgia  did  not  have  the  same  opportunity  of  hearing 
your  address  that  we  have  had.  I  want  to>  repeat  what  Mr.  Candler  has  said, 
that  all  of  us  individually  and  collectively  are  for  the  government,  and  we  are, 
each  and  every  one  of  us,  anxious  to  do  our  best.  The  reason  I  am  particularly 
sorry  that  all  of  the  rest  of  the  men  could  not  have  heard  you  is  because  I  know 
that  we  have  men  that  want  to  do  their  best. 

We  have  been  discussing  yesterday  and  today  things  in  connection  with  the 
operation  of  our  railroad.  We  spent  a  considerable  time  yesterday  discussing  the 
matter  of  handling  freight.  We  were  complaining  at  some  length,  collectively  and 
individually,  because  we  lost  a  box  of  books,  but  when  we  hear  your  address  and 
hear  of  the  loss  of  bridge  trains,  we  feel  that  we  were  partially  successful  in 
losing  only  a  box  of  books.  We  think  that  your  address,  more  than  any  one 
thing,  has  impressed  this  body  with  the  fact  that  we  have  got  to  fix  the  small 
things  before  we  are  called  upon  to  perform  the  large  things  that  we  will  be 
called  upon  to  perform. 

I  want  to  take  this  occasion  to  say  that  I  feel  perfectly  safe  in  assuring  you 
that  every  employee  of  the  Central  of  Georgia  Railway  Company,  individually 
and  collectively,  is  prepared  to  do  his  duty,  whatever  it  may  be. 






3  Brigades 


1  Brigade 


Cavalry     Engineers      Signal 
I  Regl-        1  Be«i-        1  Bat- 
nient            raent         talion 

59               37            14 
1,520        1,061         245 






&  Trains 





&  Trains 





Civilian   clerks 
A  ggregate    ...... 




1,579         1,098         259 
37              27           16 



Motor  cars  and 
Motorcycles  .... 














1,541            292         186 
187            161           53 


Machine    Guns 

In  round  numbers,   30,000  men  and  12,000  animals. 
The  division  may  have  either  the  wagon   trains,   or  the 
may  have  part  wagons  and  part  motor  trains. 

The   Right    Way   Magazine. 

motor  trains,   but  not  both.     Or  It 


World  thinks 

ROADS      PREPARE      FOR      WAR 

Transportation  Chiefs  Discuss  Means 
of  Overcoming  Car  Shortage 

The  railroads  of  the  United  States, 
not  broken  down  but  literally  swamped 
with  business,  will  be  able  to  meet  the 
great  crisis  which  will  come  in  the  fall, 
when  crops  are  moved  and  troops  are 
being  handled  only  if  there  is  the  clos- 
est co-operation  between  the  railroads 
and  shippers. 

This  was  the  consensus  of  opinion  of 
speakers  at  a  joint  luncheon  yesterday 
of  representatives  of  the  Chicago  As- 
sociation of  Commerce,  Illinois  Manu- 
facturers' Association,  Traffic  Club  of 
Chicago,  American  Railway  Association, 
commission  on  car  service,  Chicago  com- 
mittee, central  manufacturinng  district 
and  many  railway  officials  at  the  Hotel 

Suggest  Many  Remedies 

The  transportation  men  were  brought 
together  to  discuss  the  problem  of 
"making  one  freight  car  do  the  work  of 
two."  The  general  sentiment  was  that 
if  conservation  is  employed  the  situation 
will  be  met.  The  remedies  suggested 
were  loading  and  unloading  cars  prompt- 
ly, loading  and  buying  full  car  capacity 
loads,  and  the  ordering  only  of  enough 
cars  to  take  care  of  the  needs  of  the 

What  the  roads  have  already  done, 
with  the  co-operation  of  shippers,  was 
told  by  Samuel  O.  Dunn,  editor  of  the 
Railway  Age  Gazette,  who  declared  that 
there  was  no  problem  so  vital  at  this 
time  as  conservation  of  railroad  equip- 

"Here  is  the  situation,"  he  said.  "Sta- 
tistics— and  they  don't  lie — show  that  on 
May  1  there  was  a  shortage  of  148,627 
cars.  On  June  1  that  had  been  reduced 
to  105,000,  or  by  30  per  cent,  and  this 
took  place  in  spite  of  an  increase  in 
business.  This  shortage  is  phenomenal. 
The  largest  previous  shortage  on  June  1 
was  8,000  cars,  and  that  was  in  1907. 
Tells  Cause  of  Shortage 

"The  transportation  situation  today  is 
due  to  two  things — the  inadequacy  of 
increase  in  railway  facilities  and  to  a 
wholly  unprecedented  increase  in  traffic. 
To  increase  facilities  now  is  impossible. 
The  railroads  cannot  get  more  than  100,- 
000  cars  which  they  ordered  because  the 
manufacturers  are  simply  swamped  with 
orders  of  various  kinds. 

"The  roads  will  not  be  able  to  handle 
all  the  business  offered  them  this  fall, 
but  there  is  one  class  of  business  that 
cannot  wait,  and  that  is  w'ar  business. 
It  must  move.  We  will  all  have  to  make 
sacrifices,  and  how  big  these  will  be  from 
the  transportation  viewpoint  depends 
upon  the  officers  of  the  government,  the 
railroads  and  the  shippers  combined. 

"But  if  the  problem  is  to  be  met  it 
must  be  solved  by  railroad  men.  There 
is  an  efficient  committee  now  in  charge 
and  they  must  work  unhampered.  If 
the  transportation  system  falls  into  the 
hands  of  politicians  it  will  surely  break 
down.  The  government  must  keep  its 
hands  off  and  co-operate  to  the  fullest 

Big  Ton  Mileage 

Mr.  Dunn  submitted  figures  to  show 
that  in  the  fiscal  year  1916  the  roads  of 
the  country  carried  340,000,000,000-ton 
miles,  an  increase  of  66,000,000,000 




over  1915  and  of  42,000,000,000  over 
any  previous  year.  In  the  first  four 
months  of  1916  freight  earnings  were 
$790,000,000 ,  while  in  the  first  four 
months  of  1917  they  were  $853,000,000, 
an  increase  of  8  per  cent  and  the  largest 
traffic  ever  handled.  To  handle  this 
traffic  there  was  an  increase  of  only 
forty-six  locomotives  and  11,000  freight 
cars.  It  was  attained  by  increase  in  the 
train  load  from  637  to  703  tons  and  the 
freight  car  load  from  24  to  26.4  tons. 

To  indicate  the  burden  that  railroads 
may  expect  when  troops  begin  to  move 
and  army  supplies  are  being  sent  for- 
ward, he  pointed  out  that  war  time  in- 
creased the  business  of  the  English  rail- 
roads over  50  per  cent  and  those  of  the 
French  100  per  cent. 

Have  Cars  Enough 
J.  F.  Porterfield,  general  superinten- 
dent of  transportation  of  the  Illinois 
Central  Railroad,  declared  that  there  are 
2,575,000  freight  cars  in  the  country  and 
that  there  is  no  question  that  this  will 
be  sufficient  if  conservation  becomes  a 
reality.  He  said  the  Chicago  switching 
district  presents  one  of  the  biggest  prob- 
lems of  the  war. 

"The  Illinois  Central  has  already  tak- 
en great  strides,"  he  said.  "We  have 
increased  our  car  miles  from  twenty-six 
to  forty-four  per  day,  an  increase  of  69 
per  cent,  and  our  load  from  twenty-five 
to  twenty-seven  tons  per  car.  Our  bad 
orders  have  been  reduced  to  5.1  per  cent, 
against  9.6  per  cent  two  years  ago.  This 
saving  is  immeasurable. 

H.  C.  Barlow  of  the  Chicago  Associa- 
tion of  Commerce,  recently  appointed  a 
member  of  the  division  of  car  service  of 
the  interstate  commerce  commission, 
said  that  the  carrying  capacity  must  be 
largely  increased.  He  said  that  cars 
should  be  loaded  to  110  per  cent  of 
marked  capacity  and  that  the  practice  of 
the  roads  of  taking  part  loads  should  be 
discontinued.  He  said  four  cars  should 
now  do  the  work  of  five. 

New  "Rule  of  Three" 

"There  are  three'  big  things  to  be 
done,"  he  said.  "First,  unload  cars  at 
once  and  don't  wait  for  free  time  to  ex- 

pire. Second,  load  promptly.  Third, 
load  to  the  visible  carrying  capacity. 

"Transportation  facilities  have  not 
broken  down.  We  have  simply  flooded 
them.  But  they  will  break  down  if  we 
fail  to  help  with  all  our  might.  We  won 
out  last  winter  by  all  pulling  together, 
but  now  the  problem  portends  even 
greater.  The  very  safety  of  the  country 
may  be  jeopardized  if  we  don't  pull  to- 
gether. Let  us  fight  Germany  during 
the  war  and  her  alone  and  forget  the 
troubles  which  have  arisen  between  the 
railroads  and  shippers. 

F.  B.  Montgomery  of  the  Interna- 
tional Harvester  Company,  presided  at 
the  luncheon,  and  among  other  speakers 
were  D.  I.  Forsyth,  vice-chairman  of 
the  car  service  commission  of  the  Amer- 
ican Railway  Association,  and  W.  S. 
Bode,  vice-president  of  Reid,  Murdoch 
&  Co. 


To     Reduce     Damage    and    Expedite 
Freight  Shipments. 


General     Superintendents,     Trainmas- 
ters and  Agents  Plan  Co-operative 
Campaign  to  Promote  Greater 

Shipping  Efficiency 
That  the  general  superintendents, 
trainmasters,  freight  conductors  and 
agents  are  responding  enthusiastically 
to  the  appeal  of  President  Wilson  and 
Food  Demonstrator  Herbert  Hoover  for 
the  conservation  of  food  and  the  more 
efficient  handling  of  freight  during  the 
period  of  war  was  patriotically  manifest- 
ed in  the  deliberations  of  more  than  150 
officials  of  the  Illinois  Central  Railroad, 
who  met  at  the  Hotel  Chisca  yesterday 
to  discuss  loss  and  damage  and  to  plan 
a  more  systematic  co-operation  to  bring 
about  more  efficient  service. 

The  conference  was  featured  by  the 
discussion  of  all  problems  relating  to 
loss  and  damage  to  freight,  both  as  to 
car  load  and  less  than  car  load  lots. 



The  loss  and  damage  to  freight 
throughout  the  nation  is  staggering  when 
considered  from  a  standpoint  of  outlin- 
ing a  general  campaign  for  conservation 
of  foodstuffs.  By  the  perfecting  of  a 
more  efficient  and  systematic  plan  for 
handling  foodstuffs  over  the  railway 
freight  lines,  a  great  improvement  could 
be  wrought,  especially  at  this  time  when 
all  the  food  forces  are  needed  by  the 
government  for  our  consumption  as  well 
as  doing  our  bit  toward  feeding  our 

Officials  were  urged  by  the  speakers 
who  addressed  the  conference  at  both 
the  morning  and  afternoon  sessions  to 
get  together  so  as  to  furnish  better  car 
service,  so  when  the  company  is  called 
upon  to  transport  foodstuffs  for  the  gov- 
ernment that  there  will  be  no  delays.  To 
render  any  big  service  they  were  told 
that  waste  must  be  overcome,  and  the 
thousands  of  tons  of  foodstuffs  entrust- 
ed to  the  company  for  shipment  must  be 
handled  with  a  minimum  of  loss  or  dam- 

Other  meetings  will  be  held  at  later 
dates  to  school  the  employes  of  the  com- 
pany in  the  plans  discussed  at  the  con- 
ference yesterday.  Officials  of  the  Y. 
&  M.  V.  Railroad  and  other  railroads 
have  held  and  are  planning  to  hold  simi- 
lar conferences  so  as  to  effect  improve- 
ment on  all  roads  in  the  country.  Dele- 
gates to  the  meeting  were  instructed  to 
take  the  food  conservation  gospel  home 
and  preach  it  to  every  employe  of  the 
road  in  their  respective  jurisdictions. 

The  conference  was  called  by  L.  A. 
Downs,  general  superintendent  of  the 
southern  division  of  the  Illinois  Central. 
All  the  delegates  were  from  the  south- 
ern division.  Interest  was  added  to  the 
meeting  by  the  attendance  of  several  offi- 
cials from  the  northern  division. 

Among  the  prominent  superinten- 
dents, trainmasters,  conductors  and 
agents  attending  the  meeting  were  L.  A. 
Downs,  general  superintendent,  New 
Orleans :  I.  L.  East,  loss  and  damage 
bureau.  Chicago ;  T.  E.  Hill,  superinten- 
dent, Louisville ;  J.  M.  Egan,  superin- 
tendent, Fulton ;  A.  D.  Caulfield,  super- 
intendent. Water  Valley,  Miss. ;  G.  E. 

Patterson,  superintendent,  McComb  City, 
Miss. ;  F.  T.  Mooney,  superintendent, 
New  Orleans ;  W.  H.  Bartlett,  agent, 
Louisville;  J.  T.  Donovan,  agent,  Pa- 
ducah ;  G.  E.  Galloway,  agent,  Dyers- 
burg,  Tenn. ;  C.  B.  James,  trainmaster, 
Louisville ;  J.  B.  Thomas,  trainmaster, 
Paducah;  A.  W.  Ellington,  trainmaster, 
Jackson,  Tenn. ;  H.  B.  Dezonia,  train- 
master, Fulton ;  W.  H.  Petty,  trainmas- 
ter, Durant,  Miss. ;  E.  Bodamer,  train- 
master, Fulton ;  H.  P.  Campbell,  train- 
master, McComb  City,  Miss. ;  L.  Grimes, 
master  mechanic,  Jackson,  Miss. ;  B. 
Herring,  agent,  Memphis ;  J.  E.  Rhodes, 
agent,  Evansville,  Ind. ;  J.  D.  Ladd, 
agent,  Cairo ;  J.  L.  Morgan,  agent, 
Jackson,  Miss. ;  F.  B.  Wilkerson,  agent, 
Jackson,  Tenn. ;  J.  W.  Cousins,  agent, 
New  Orleans ;  A.  E.  Ccaife,  dock 
agent,  New  Orleans,  and  others. — 
Memphis  Commercial  Appeal,  July  n, 


Decision  of  officials  of  the  Illinois 
Central  railroad  to  locate  headquarters 
of  one  of  two  grand  divisions  of  all 
lines  in  the  city  of  Waterloo  will  cause 
pride  and  felicitation  in  the  mind  of 
every  resident  of  the  community.  It 
would  be  overstepping  to  say  that  the 
best  road  in  the  middle  west  has  chosen 
the  best  city  in  the  same  territory  for 
grand  headquarters,  but  it  truthfully 
may  be  said  that  a  good  road,  under  pro- 
gressive management,  has  selected  a 
good  town,  progressive  in  every  way,  for 
such  headquarters.  Waterloo  people 
will,  of  course,  welcome  this  addition  to 
her  working  forces  and  there  will  not  be 
lacking  upon  the  part  of  citizens  every 
effort  to  make  the  larger  relations  with 
the  railroad  officials  pleasant  and  profit- 

The  move  on  the  part  of  the  railroad 
is  one  to  secure  greater  efficiency,  and 
in  these  days  when  economy  and  efficien- 
cy count  as  they  never  counted  before  in 
the  industrial  and  financial  fields,  it  is 
no  light  distinction  that  Waterloo  was 
selected  for  headquarters  without  so- 
licitation from  individuals,  corporations 



or  commercial  organizations.  Waterloo 
was  selected  on  merit  alone.  While  there 
is  opportunity  here  to  blow  Waterloo's 
horn,  let  us  be  content  with  expression 
of  the  hope  that  in  later  years  officials  of 
the  Illinois  Central  will  have  cause  to 
increasingly  commend  the  foresight  of 
those  responsible  for  the  move  now 
about  to  be  consummated. 

Waterloo  has  great  cause  to  appreciate 
the  Illinois  Central  Railroad  Company, 
or  what  is  now  known  by  that  title.  The 
Dubuque  &  Sioux  City  Railroad  was  the 
first  line  into  the  village  of  Waterloo. 
Trains  were  running  into  the  town  in  the 
fall  of  1860,  and  this  was  after  three 
previous  attempts  to  secure  railroad  fa- 
cilities had  failed  ignominiously.  Later 
the  Dubuque  &  Sioux  City  line  was  ex- 
tended west  and  still  later  north,  all 
branches  in  after  years  coming  to  be 
known  as  the  Illinois  Central  Railroad, 
with  a  system  placed  among  the  import- 
ant transportation  arteries  of  the  coun- 

It  was  the  Illinois  Central,  too,  that 
gave  to  Waterloo  her  first  permanent 
industrial  plant,  the  shops  which  are  to- 
day so  large  a  part  of  the  industrial  fab- 
ric of  the  Factory  City.  The  shops — 
and  it  may  be  mentioned  they  are  now 
among,  if  not  the  most  important  on 
the  entire  system — were  removed  from 
Dubuque  to  Waterloo  in  the  late  fall  of 
1870.  No  one  now  attempts  to  place  a 
definite  intrinsic  value  on  the  shops, 
yards  and  property  of  the  Illinois  Cen- 
tral in  Waterloo. 

This  road  also  has  been  foremost  in 
every  improvement  which  has  tended  for 
the  permanency  of  a  better  and  bigger 
Waterloo,  and  a  comparison  of  its  sta- 
tion facilities  with  those  of  the  other 
steam  roads  in  this  city  is_only  one  in- 
dication of  the  Illinois  Central's  interest 
in  the  welfare  and  convenience  of  the 

Until  the  superintendent  to  be  placed 
in  charge  of  the  Waterloo  headquarters 
arrives  it  is  impossible  to  give  details 
of  improvements  or  changes  which  will 
be  made ;  but  there  is  every  reason  for 
assurance  that  such  improvements  and 
changes  will  redound,  indirectly,  at  least, 

to  the  benefit  of  Waterloo  and  sustain- 
ing territory. — Waterloo  Evening  Cour- 
ier and  Reporter,  Saturday,  July  28, 


President    Taylor,    of    the    Board    of 
Trade,   Calls  Attention  to   the   Im- 
portance of  Prompt  Loading  and 
Unloading   of   Freight   Cars   in 
This  Territory 

To  the  shippers  of  the  Jackson  Trade 
Territory : 

The  authorities  at  Washington  have 
issued  an  earnest  appeal  to  the  shippers 
throughout  the  country  to  give  prac- 
tical assistance  in  the  relief  of  freight 
traffic  congestion  by  speeding  up  the 
loading  and  unloading  of  cars. 

This  is  a  matter  of  vital  importance 
to  the  business  men  of  Jackson,  and  I 
sincerely  hope  that  all  shippers  will  give 
it  their  serious  consideration  and  en- 
deavor to  comply  with  the  request  of 
the  federal  authorities. 

The  prompt  loading  and  unloading  of 
freight  cars  inevitably  means  more  cars 
for  service,  and  within  the  next  few 
months  this  portion  of  the  south  will 
have  urgent  need  for  a  maximum  sup- 
ply of  cars  to  move  our  food  crops  and 
cotton  crop  to  market. 

There  is  a  national  crisis  in  this  ques- 
tion, and  every  shipper  must  bring  it 
home  to  himself  in  order  that  we  may 
reach  a  satisfactory  solution. 

I  want  to  earnestly  urge  on  the  ship- 
pers of  Jackson  and  surrounding  terri- 
tory to  the  vital  importance  of  unload- 
ing promptly  all  cars  received,  and  load- 
ing promptlv  all  outgoing  cars,  releasing 
them  immediately  to  the  railroads. 

It  is  equally  important  that  cars  be 
loaded  to  the  maximum  capacity.  In- 
tensive shipping  will  help  greatly  in  re- 
lieving the  car  shortage,  and  buyers 
should  order  so  as  to  fill  a  car  to  the 
maximum  when  possible.  In  many  in- 
stances buyers  can  club  together  to  make 
full  capacity  cars. 

This  is  a  war  measure,  and  the  busi- 



ness  organizations  throughout  the  coun- 
try have  been  asked  by  the  federal  au- 
thorities to  give  their  assistance  in 
carrying  it  into  effect.  The  Board  of 
Trade  feels  sure  that  the  patriotic  busi- 
ness men  in  this  part  of  Mississippi  will 
give  prompt  co-operation,  not  only  as  a 
matter  of  patriotism,  but  for  their  own 

Within  the  next  few  weeks  the  move- 
ment of  government  troops  and  sup- 
plies will  commence,  and  the  railroads 
of  the  United  States  will  then  be  put  to 
the  most  severe  test  in  their  history.  It 
is  the  earnest  desire  of  the  government 
to  accomplish  this  work  of  mobilization 
with  the  least  possible  disturbance  to 
general  business  conditions,  but  it  can- 
not be  accomplished  unless  business 
men  throughout  the  country  give  their 
co-operation  in  the  manner  I  have  out- 
lined. S.  J.  TAYLOR,  President. 
— Jackson  (Miss.}  Daily  News,  July  16, 


There  is  nothing  more  creditable  in 
the  war  efforts  of  this  country,  either 
private  or  public,  than  the  course  of  ac- 
tion taken  by  the  railroads  under  the 
leadership  of  Daniel  Willard  of  the  Bal- 
timore &  Ohio,  acting  as  chairman  of  the 
advisory  committee  of  national  defense; 
Fairfax  Harrison  of  the  Southern  Rail- 
way, chairman  of  the  railway  war 
board,  and  other  leading  railway  men. 
First  among  the  basic  industries,  as  Mr. 
Hyde  points  out,  the  railways  pooled 
their  issues  and  yielded  themselves  to  this 
central  management,  which  is  working 
from  Washington  in  close  co-operation 
with  the  government.  The  value  of  this 
as  an  example  cannot  be  overestimated; 
but  the  substantial  results  already  accom- 
plished, as  outlined  by  Mr.  Hyde,  are 

This  is  patriotism,  as  practical  as  it 
is  devoted.  It  deserves  our  gratitude,  but 
it  deserves  more  than  that.  It  deserves 
co-operation,  and  especially,  we  believe, 
this  co-operation  is  needed  in  the  mat- 
ters of  car  shortage.  This  is  perhaps 
the  most  serious  factor  of  the  problem 

with  which  these  men  are  struggling. 
With  the  tremendous  needs  of  war  sup- 
ply added  to  the  normal  needs  of  our 
industry  and  commerce,  the  transport 
system  is  called  upon  to  expand  its  fa- 
cilities to  the  utmost  limit  of  their  pos- 
sibilities. We  have  not  nearly  enough 
cars  and  we  cannot  create  enough  to 
meet  conditions  as  they  develop. 

We  cannot  create  cars.  But  we  can 
make  each  car  do  more  than  it  ever  has 
the  consignee  gets  ready  to  unload  them 
done  before.  We  have  a  wasteful  habit 
of  keeping  loaded  cars  on  sidings  while 
at  his  leisure.  A  large  amount  of  time 
and  therefore  a  large  part  of  the  effi- 
ciency of  cars  are  thrown  away  by  this 
carelessness.  We  must  all  speed  up 
now.  In  Germany,  we  understand,  only 
six  hours  are  given  for  unloading  cars. 
We  ought  to  do  at  least  as  well.  If  it1 
is  necessary  there  will  have  to  be  legis- 
lation on  this  subject,  but  we  hope  it  will 
be  unnecessary  through  the  entire  co- 
operation of  shippers  in  keeping  the  cars 
moving.  The  man  or  concern  that  holds 
a  freight  car  a  minute  longer  than  is  nec- 
essary is  shirking  a  clear  and  important 
public  duty.  Public  spirit  and  even  self- 
interest  now  dictates  the  strictest  and 
most  wholehearted  co-operation  with  the 
able  men  in  charge  of  transportation. 

If  this  comes  about  promptly  through 
the  enlightened  initiative  of  shippers,  it 
will  go  far  toward  removing  the  danger 
of  freight  congestion  and  food  or  fuel 
famine  in  this  country  and  toward  help- 
ing America  to  become  a  real  factor  in 
winning  the  war  against  German  mili- 
tary autocracy.  —  Tribune,  Wednesday 
Morning,  July  25,  1917. 


A    Few    I.    C.    Railroad    Men   Should 

Receive  Credit 

As  the  drouth  has  been  broken,  due 
credit  should  be  given  as  to  how  it  came 
about,  several  railroad  men  being  di- 
rectly interested.  "Jack"  Bevans  and 
"Jeff"  Harrell  earnestly  prayed  for  it 
and  so  it  came.  Thos.  Moore,  the  con- 
ductor, saw  the  rain  in  sight  when  John 
Watson's  celebrated  spring  and  rain- 



maker  at  Arcola  failed  to  bubble,  and 
pulled  the  train  in  the  rain,  while  Ed 
Barnes,  tallest  of  the  bunch,  gave  the 
bell  rope  an  extra  pull  and  the  blessed 
rain  came.  Grant  O  Lord  only  had  to 
silently  repeat  his  name  and  it  came  in 
torrents,  and  it  took  Billy  Moales  with 
his  gentle  "all  aboard"  voice,  to  have  it 

"Bill"  Trafton  says  it  rains  on  the 
"just  and  the  unjust,"  and  as  Roseland 
people  are  classed  among  the  just,  should 
have  had  the  rain,  while  the  affable 
Bowles  said  it  was  more  than  "dew." 

Conductor  Louizenhiser  said  it  was 
"bone-dry"  up  in  Mississippi  but  show- 
ers came  at  last,  in  time  to  save  the  gar- 
dens of  Dick  Robbins,  Wes  Brown,  and 
a  few  others  in  McComb. 

We  haven't  heard  from  Charley  Clem- 
ents, but  the  "Merry  Widow"  runs  so 
swift  we  guess  he  can  keep  dry  and  out 
of  the  rain. 

All  jokes  aside,  the  rain  was  a  God- 
send and  the  people  in  general  are  thank- 
ful for  it.  as  it  did  so  much  good  in  an 
opportune  time. — The  Roseland  i^La.) 
Herald,  July  73, 


The  following  notice  of  federal  em- 
bargoes on  export  traffic  has  just  been 
telegraphed  to  all  railroads  by  the  car 
service  commission  of  the  American 
Railway  Association : 

"Pursuant  to  the  proclamation  of 
President  Wilson,  dated  July  9,  barring 
certain  exports  except  under  federal  li- 
cense, railroads  are  directed  to  place 
telegraphic  embargo,  effective  immedi- 
ately, against  all  shipments  of  coal,  coke, 
feed,  grain,  flour  and  meal  therefrom, 
fodder,  meat  and  fats,  fuel  oils,  kero- 
sene, gasoline,  pig  iron,  steel,  billets,  ship 
plates,  structural  shapes,  scrap  iron  and 
steel  ferro-manganese,  fertilizers,  arms, 
ammunition,  explosives,  consigned,  re- 
consigned,  to  be  reconsigned  or  intended 
for  export,  except  when  bill  of  lading  is 
presented  with  federal  license  number 

furnished  or  authorized  by  export  coun- 
cil at  Washington,  and  according  to  an- 
nouncement of  Department  of  Com- 
merce, together  with  permit  number  au- 
thorized by  the  port  delivery  road. 

^"Arrangements  have  been  made  under 
which  all  shipments  consigned  to  points 
in  Canada  can  go  forward  as  hereto- 
fore, special  licenses  covering  same 
having  been  issued  through  the  customs 

"It  is  suggested  that  port  lines  pro- 
tect against  accumulations  at  ports  by 
placing  such  embargo  as  may  be  nec- 
essary against  cars  in  transit.  All  port 
lines  should  immediately  inaugurate  per- 
mit system  covering  all  export  traffic." — 
Chicago  Examiner,  July  14, 


The  railroad  war  board  estimated  that 
by  heavier  loading  of  cars  and  quicker 
repairs  of  all  rolling  stock,  it  was  pos- 
sible to  increase  the  efficiency  of  the  rail- 
ways by  an  amount  equal  to  the  addition 
of  779,000  freight  cars.  The  roads 
show  that  in  the  month  of  April,  they 
have  already  effected  a  saving  on  these 
lines  equal  to  an  increase  of  126,000 
cars,  and  are  going  hopefully  forward 
with  the  programme. 

Most  of  the  gain  made  thus  far  has 
been  through  the  heavier  loading  of  cars, 
and  there  is  room  for  much  greater 
economy  in  this  direction.  The  cutting 
out  of  delays  in  yards  is  another.  Speed- 
ing up  on  the  road  is  still  another.  The 
Illinois  Central  has  made  an  astounding 
increase  in  the  mileage  of  its  average 
freight  car.  A  few  years  ago,  that  car 
moved  only  twenty-three  miles  per  day. 
Now,  it  is  moving  forty  miles. 

Plans  have  been  worked  out  whereby 
coal  shipments  are  pooled,  trade  names 
of  special  brands  of  coal  discarded,  and 
a  saving  of  133,000  cars  made  possible 
in  this  one  item. — Chicago  Journal,  July 
16,  1917. 

Public  Meeting 

Traffic  and  Transportation  Bureau,  New  Orleans  Association  of  Commerce — 

New  Orleans  Committee  Commission  on  Car  Service  with 

Shippers  and  Receivers  of  Cars.     July  2,  1917 

\/f  EETING  was  called  to  order  with  Mr.  Samuel  W.  Weis,  chairman  Traffic 
and  Transportation  Bureau,  New  Orleans  Association  of  Commerce,  pre- 
siding, who  addressed  the  meeting  as  follows : 

"The  question  of  car  service  is  one  of  vital  importance  to  all  of  us,  now 
that  we  are  heart  and  soul  in  this  war.  It  must  be  apparent  that  unless  we 
can  get  the  greatest  possible  efficiency  out  of  our  railroads  to  carry  ammu- 
nitions and  food  supplies  to  the  ports  to  be  shipped  not  only  to  the  allies, 
but  to  take  care  of  our  own  men,  that  our  efforts  to  assist  the  allies  will  be 
a  failure.  Then  there  is  another  phase  of  it,  the  question  of  moving  domestic 

"The  Association  of  Commerce,  through  the  Traffic  and  Transportation 
Bureau,  realizing  the  importance  of  this  matter,  issued  not  long  ago  a  circular, 
copies  of  which  have  been  distributed,  calling  attention  of  all  shippers  of 
New  Orleans  to  this  matter.  We  have  mailed  out  quite  a  few  of  these  cir- 
culars, perhaps  we  have  not  reached  all  interests,  but  we  hope  we  have. 

Mr.  L.  A.  Downs,  chairman,  New  Orleans  Committee,  Commission  on 
Car  Service  is  here  to  talk  to  you  on  this  subject,  and  after  he  tells  you  what 
he  wants  to  say  the  matter  will  be  thrown  open  for  general  discussion,  and 
if  we  can  evolve  any  additional  plans  that  will  educate  the  shipping  public 
in  New  Orleans  toward  the  economic  use  of  cars  then  this  meeting  will  have 
served  its  purpose ;  if  we  can  do  nothing  more,  however,  we  can  discuss  it 
and  exchange  our  views  and  educate  ourselves  on  it.  I  thank  you." 

Mr.  Downs  then  took  the  floor  and  spoke  as  follows: 

"Gentlemen,  I  will  preface  my  remarks  with  the  statement — this  com- 
mittee is  not  a  committee  of  the  railroads,  it  is  a  committee  appointed  by 
the  Council  on  National  Defense  through  the  American  Railway  Associa- 
tion, having  as  its  branch  the  transportation  end  of  the  United  States 
Government.  There  have  been  out  on  this  committee,  railroad  men  on  ac- 
count of  their  experience  in  operating,  as  it  would  hardly  do  to  pick  men 
who  have  not  had  experience  in  railroading  for  a  committee  of  this  kind, 
therefore,  the  committee  of  which  I  have  the  honor  to  be  chairman,  rep- 
resents the  people  of  the  United  States  Government,  if  you  may  permit,  and 
not  the  railroads. 

I  desire  to  emphasize  this  that  you  shippers  and  receivers  of  cars  may 
understand  you  have  as  much  interest  in  this  committee  as  the  railroads,  that 
this  is  an  impartial  tribunal,  created  solely  for  the  purpose  of  assisting  in 
the  uplifting  of  the  transportation  facilities  of  these  United  States,  to  make 
them  durable  enough  to  stand  the  strains  of  the  extraordinary  demands  of 
war  conditions,  and  as  such,  expects  and  will  exact  large  measures  of  co- 
operation from  railroads  and  shippers  and  receivers. 

"The  chief  purpose  of  this  committee  is  to  assist  in  making  the  present 
freight  car  supply  meet  the  abnormal  demand,  and  it  feels  confident  the 
shippers  and  receivers  of  New  Orleans  will  respond  as  heartily  to  the  sug- 
gestions it  offers  to  attain  this  end  as  they  did  to  the  other  requests  of  their 
government  to  buy  war  bonds  and  subscribe  to  the  Red  Cross. 

The  traffic  of  the  United  States  has  increased  by  leaps  and  bounds  dur- 
ing the  past  several  years.  A  few  years  ago  the  balance  of  trade  in  favor 



of  the  United  States  was  something  like  263,000,000.00;  last  year  it  was 
3,180,000,000.00.  Now  that  the  United  States  no  longer  is  a  neutral,  but  a 
combatant,  its  railroads  will  not  only  be  expected  to  transport  the  importa- 
tions and  exportations  constituting  the  balance  of  trade,  which  it  is  reason- 
able to  suppose  will  increase  in  a  greater  ratio,  but  they  must  also  stand  up 
under  the  enormous  increases  in  traffic  which  will  be  created  by  the  move- 
ment of  United  States  troops  and  supplies  and  establishment  of  training 
camps,  transportation  far  more  intensive  than  the  ordinary. 

If,  before  these  United  States  were  embroiled,  the  railroads  were  unable 
to  meet  the  demands  of  transportation,  if  they  then  failed  as  so  many  have 
said,  superhuman  efforts  are  now  necessary  that  these  arteries  of  the  nation's 
life  may  be  able  to  perform  their  functions. 

The  most  powerful  factor  in  achieving  this  is  the  freight  car,  and  the 
conservation  of  it  is  the  principle  object  of  this  committee  and  similar  com- 
mittees installed  at  all  strategic  commercial  points  throughout  the  United 
States  by  the  Council  on  National  Defense  through  the  American  Railway 

The  railroads  of  the  United  States  own  2,500,000  freight  cars.  The  car 
shortage  as  of  May  1st  was  150,000  cars,  which  is  less  than  one  tehth  of 
one  per  cent.  The  average  tonnage  capacity  of  these  2,500,000  cars,  is 
forty  tons,  eighty  thousand  pounds,  the  average  weight  now  loaded  in  these 
2,500,000  cars  by  the  shippers  of  the  United  States,  including  the  railroads, 
is  seventeen  tons,  thirty-four  thousand  pounds,  in  other  words,  of  the  tonnage 
capacity  of  these  2,500,000  cars  the  shippers  utilize  only  forty-three  per  cent, 
wasting  fifty-seven  per  cent. 

Therefore,  is  it  not  as  clear  as  the  noon-day  sun  that  the  first  step  to- 
wards the  elimination  of  the  apparent  car  shortage  is  intensified  loading. 

If  by  comprehensive  co-operation  between  railroads  and  shippers 
there  is  gained  a  general  increase  of  ten  per  cent  more  tonnage  in  cars  we 
will  have  added  to  the  car  stock  250,000  cars,  almost  twice  as  many  cars  as 
the  shortage  of  May  1st. 

The  second  step  is  quicker  loading  and  unloading.  The  present  aver- 
age is  four  days  per  car  consumed  by  shippers  and  consignees  in  loading  and 
unloading.  If  by  comprehensive  co-operation  between  shippers  and  receivers 
and  railroads  this  average  loading  and  unloading  detention  can  be  reduced  fifty 
percent  you  readily  see  what  an  addition  will  be  made  to  the  car  supply. 

Bringing  the  question  right  home,  I  do  not  believe  it  is  asking  too  much  of 
our  good  New  Orleans  people,  in  fact  it  is  a  modest  request,  to  subscribe  10,000 
cars  annually  to  the  common  stock.  I  feel  certain  there  will  be  an  over-sub- 
scription, just  the  same  as  there  has  been  to  the  war  bonds  and  the  Red  Cross. 
This  allotment  is  made  merely  for  the  purpose  of  giving  you  something  to  sur- 

There  are  loaded  in  New  Orleans  annually  about  100,000  cars,  exclusive  of 
bananas  and  merchandise  and  imports,  close  to  9,000  cars  per  month. 

The  commodities  are  principally  Sugar,  Alcohol,  Lard  Compound,  Petroleum 
Products,  Cotton  Seed  Products,  Bags  and  Bagging,  Fertilizer,  Molasses,  Ma- 
hogany Lumber,  Coffee,  Rice,  Cypress  Lumber,  and  to  enable  you  to  see  clearly 
the  little  exertion  required  to  save  10,000  cars  annually  in  this  loading,  I  call 
marked  attention  to  the  present  average  tonnage  capacity  per  car  utilized  in  the 
loading  of  these  commodities : 


Sugar   56.54 

Coffee    55.75 

Alcohol  in  barrels  ..  ....40.72 


Lard  Compound  37.26 

Petroleum  Products  39.96 

Cotton  Seed  Products  42.20 

Bags  and  Bagging  47.28 

Fertilizer   ....,.., 72.63 

Molasses  53.40 

Mahogany  Lumber  53.57 

Rice  64.44 

Cypress  Lumber 57.73 

An  average  of  about  fifty  percent  of  the  tonnage  capacity  per  car. 

In  passing  I  must  favorably  comment  on  the  average  on  fertilizer.  This  aver- 
age on  fertilizer  is  made  possible  by  the  splendid  judgment  displayed  by  one 
shipper,  who  loaded  on  one  railroad  an  average  of  86  percent  and  on  another 
106  percent. 

It  is  realized  that  this  loading  in  a  great  measure  is  controlled  by  trade  units 
and  railroad  minima,  for  which  neither  the  railroads  nor  the  shippers  nor  the 
receivers  are  to  blame.  We  think  it  is  properly  chargeable  to  custom,  but  this 
is  not  the  time  for  traditions;  what  we  would  like  to  do  is  to  disregard  these 
minima  and  by  appeals  to  the  patriotism  of  our  countrymen  cause  them  to  cast 
away  trade  units,  in  order  that  we  will  be  untrammelled  in  making  every  car  of 
the  2,500,000  in  the  United  States  do  a  car's  work  and  not,  as  at  present,  less 
than  half  a  car  for  the  country  at  large  and  half  a  car  for  New  Orleans. 

We  know  what  can  be  done  if  everybody  fixes  their  minds  on  intensified  load- 
ing, as  we  have  demonstrated  this  with  our  car  conservation  work  with  the 
American  Sugar  Refinery.  We  began  here  as  all  the  railroads  are  represented 
at  that  plant  by  a  joint  agent.  The  results  have  been  beyond  our  expectations, 
due  principally  to  the  whole-hearted  co-operation  of  the  refinery  management. 
In  the  beginning  the  average  car  capacity  tonnage  utilized  was  56  percent  and  we 
have  raised  it  to  85  percent,  notwithstanding  the  light  minima  of  30,000  pounds 
and  the  small  trade  unit  of  100  barrels  and  400  sacks. 

As  before  stated,  the  second  step  in  car  conservation  is  quicker  loading  and 
unloading.  There  are  no  difficulties  in  the  way  of  accomplishing  this.  Let  us 
make  up  our  minds  to  speed  up  a  little  all  around.  If  more  warehouse  room  is 
required,  get  it ;  if  more  tracks  are  needed,  construct  them ;  if  labor  is  insufficient, 
put  on  more  labor ;  if  teams  are  too  few,  add  to  them. 

And,  gentlemen,  in  making  these  suggestions  we  are  not  unmindful  of  the 
shortcomings  of  the  railroads.  We  want  you  to  feel  that  this  Committee  is  not 
discriminative ;  it  is  after  the  railroads  for  their  shortcomings  in  the  actual 
handling  of  cars  just  as  much  as  it  is  after  the  individual  who  loads  and  unloads 
the  cars. 

The  circular  issued  by  the  Association  of  Commerce,  a  copy  of  which  has  been 
distributed  among  those  present,  describes  fully  what  we  are  after.  The  enthu- 
siasm in  the  subject  indicated  by  the  attendance  assures  me  that  there  will  be  that 
comprehensive  co-operation  which  spells  success." 

There  then  ensued  a  full  and  free  discussion  among  the  various  shippers, 
some  of  the  remarks  being  enumerated  below : 

Mr.  W.  W.  Ingalls,  traffic  manager,  Penick  &  Ford,  stated  his  company  in- 
tended printing  in  an  attractive  form  a  little  slip  showing  what  they  have  accom- 
plished in  the  way  of  heavier  loading  of  cars,  an  embodying  in  same  some  of 
the  ideas  in  Mr.  Weis'  circular,  sending  same  out  with  each  of  their  invoices  and 
bills  of  lading. 

Mr.  Weis -said:  "It  seems  to  me  we  all  could  get  together,  railroads  and  ship- 
pers, and  if  railroads  find  right  here  in  New  Orleans  that  any  shippers  are  either 
unnecessarily  delaying  cars  or  not  loading  them  out  to  average  good  capacity, 


that  it  be  brought  to  the  attention  of  this  Bureau  and  we  will  act  in  an  advisory 
way  by  going  to  these  shippers  and  saying  to  them  that  they  are  doing  an  un- 
patriotic thing  in  delaying  cars  or  not  giving  them  the  proper  load,  and  we  will 
also  expect  the  railroads  to  do  their  share  and  increase  their  car  mileage  as  much 
as  they  can." 

Mr.  Downs,  in  answer  to  Mr.  Weis,  explained  that  his  committee  was  not  a 
railroad  committee,  but  a  committee  on  national  defense  and  if  there  was  any- 
thing connected  with  the  railroads  that  could  be  suggested  his  committee  would 
go  after  it.  i>  { 

Mr.  Benedict  of  the  Dunbar  Molasses  Company  stated  he  represented  an  in- 
dustry located  on  the  Public  Belt  Railroad,  and  it  was  his  thought  it  would  be  a 
great  help  to  the  railroads  if  they  would  go  back  to  the  "Pick  Up"  arrangement, 
explaining  that  while  some  of  the  railroads  do  pick  up  for  one  another,  others 
have  lost  a  good  deal  of  business  by  refusing  to  pick  up  cars. 

Mr.  Downs  in  answer  to  this,  stated  for  the  information  of  Mr.  Benedict  and 
the  others  present,  that  the  railroads  again  had  inaugurated  the  Pick  Up  ar- 
rangement and  were  now  picking  up  for  one  another. 

Mr.  Benedict  then  suggested  as  a  car  saver  the  double  loading  of  shipment. 

Mr.  Downs  then  asked  him  if  there  was  any  railroad  in  New  Orleans  that  re- 
fused to  double  load. 

He  replied  the  Southern  Railway. 

Mr.  Downs  then  asked  if  there  was  a  representative  of  the  Southern  Railway 
present  and  Mr.  W.  S.  Bender,  secretary  to  Mr.  T.  F.  Steele,  General  Executive 
Agent,  Southern  Railway,  stated  that  they  had  issued  instructions  to  all  of  their 
agents  to  double  load  wherever  practicable. 

Mr.  Samuel  T.  DeMilt,  President,  New  Orleans  Steamship  Association,  gave 
a  very  interesting  talk  as  follows : — 

"Mr.  Chairman,  regardless  of  good  records  or  bad  records  in  the  past  with 
respect  to  transportation  companies  or  shippers,  I  believe  it  is  absolutely  necessary 
that  we  lend  our  best  efforts  toward  improving  this  situation.  If  every  shipper 
or  consignee  will  do  his  part  I  do  not  think  there  will  be  any  fault  to  find  with 
the  railroads,  because  it  is  absolutely  essential  that  they  use  all  their  efforts 
toward  obtaining  heavier  loading.  As  a  steamship  man  I  represent  two  lines 
out  of  New  Orleans  and  receive  a  great  many  carloads  of  staple  goods,  such  as 
Rice,  Flour,  Fertilizer  and  Lumber.  I  will  undertake  to  point  out  to  every  shipper 
that  we  do  business  with  the  necessity,  for  their  own  good  as  well  as  our  own, 
,of  loading  every  car  they  send  to  us  to  its  utmost  capacity,  for  these  reasons  which 
I  think  I  can  make  plain  to  you : 

There  is  hardly  a  steamer  which  we  dispatch  from  this  port  which  does  not 
shut  out  anywhere  from  five  to  fifteen  carloads  of  freight,  because  on  the  last 
day  or  two  of  loading  the  cars  come  rolling  in  so  fast  it  is  a  physical  impossibility 
for  the  railroads  to  deliver  them  with  the  facilities  we  have.  For  example,  we 
have  a  siding  that  will  hold  twelve  cars  loaded.  On  the  average  these  cars 
contain  about  twenty  five  to  thirty  tons,  say  50,000  to  60,000  pounds,  and 
almost  every  one  of  them  have  a  capacity  from  80,000  to  100,000  pounds, 
shippers  could,  therefore,  increase  the  efficiency  of  that  one  track  fully  50%  by 
loading  their  cars  heavier,  and  it  is  not  because  they  have  not  freight  enough  to 
pack  to  fill  the  cars,  but  because  of  an  old  custom  they  do  not  load  them  to 
about  more  than  one  half  of  their  capacity.  A  50%  increase  in  the  efficiency  of 
that  one  track  would  cause  much  better  movement,  no  delays  and  no  shut  outs. 
I  feel  that  practically  every  other  steamship  line  in  New  Orleans  is  in  the  same 
situation  that  we  are.  They  would  all  like  to  get  their  cargoes  in  fewer  cars, 
because  they  know  with  fewer  cars  they  will  have  less  switching  service.  So 
that  I  think  that  every  one  of  us  here  and  all  those  who  can  be  communicated 


with  ought  to  make  it  their  business  to  urge  upon  our  friends  in  the  interior,  who 
I  believe  are  not  as  alive  to  the  situation  as  we  are  at  the  port,  to  load  their  cars  to 
their  utmost  capacity.  We  have  very  few  flour  shippers  who  do  not  have  at  least 
from  four  to  six  or  ten  carloads  for  each  steamer,  and  when  I  say  carload  they 
usually  load  50,000  pounds  and  could  just  as  well  load  80,000  or  90,000  pounds 
in  the  same  car  and  increase  the  efficiency  here  at  New  Orleans.  All  of  these 
loaded  cars  while  above  the  minimum  weight  as  shown  in  tariff  create  an  enormous 
amount  of  extra  switching  on  account  of  tHe  Public  Belt  Railroad,  and  extra  train 
service,  so  my  suggestion  is  .that  we  carry  out  individually,  for  each  steamship 
man  to  take  up  with  every  man  he  is  doing  business  with,  this  important  question 
at  once  and  urge  upon  him  the  necessity,  not  only  for  the  purpose  of  helping  his 
own  business  along,  but  from  patriotic  motives,  or  any  other  motives  that  we  can 
bring  to  bear  upon  it,  of  having  these  cars  loaded  more  heavily.  It  can  be  done 
just  as  well  as  not  and  I  am  sure  our  railroad  friends  will  do  everything  they 
can  to  assist  us  in  that  direction." 

Mr.  Roy  Terrell,  Vice  President,  Gulf  Coast  Lines,  suggested  that  the  Traffic 
&  Transportation  Bureau  of  the  Association  of  Commerce  circularize  the  steamship 
agents  along  the  lines  as  outlined  by  Mr.  De  Milt,  whereupon  the  Secretary  was 
instructed  accordingly. 

Mr.  B.  M.  Flippin,  Assistant  Traffic  Manager,  Missouri  Pacific  Railway,  stated 
the  greatest  obstacle  in  the  way  of  heavier  loading  is  the  trade  unit,  take  for 
instance  cotton,  why  not  increase  this  to  75  bales. 

Mr.  Weis,  in  reply  to  Mr.  Flippin,  said : — 

"I  will  say,  in  reply  to  that  proposition,  which  is  one  that  has  given  us  consider- 
able concern,  that  we  had  a  great  deal  of  trouble  in  shipping  cotton  to  the 
Eastern  Mills  this  spring,  because  of  an  arbitrary  regulation  that  the  Eastern 
roads  put  into  practice  that  they  would  not  accept  a  car  with  less  than  60  bales 
cotton  in  it.  If  the  difficulty  in  changing  the  trade  unit  to  anything  not  divisible 
by  100  is  this:  If  I  sell  cotton  for  future  delivery,  say  500  bales;  this  is  the  month 
of  July  and  I  am  offering  October  delivery  cotton.  I  have  not  got  that  cotton, 
it  is  not  grown,  still  I  may  sell  it  to  the  mill  and  buy  futures  for  it.  Now,  with 
a  75  bale  unit  I  could  not  protect  myself,  and  whatever  you  work  out,  in  order 
not  to  stop  that  hedging  business,  you  must  make  the  trade  unit  the  multiple  of 
a  100.  I  think  it  advisable  for  the  cotton  men  to  get  together  on  this." 
The  meeting  adjourned. 

Samuel  W.  Weis,  Chairman, 

Traf.  &  Transp.  Bureau. 
L.  A.  Downs,  Chairman, 

New  Orleans  Committee 
Commission  on  Car  Service 


Washington,  D.  C. 
Executive   Committee. 

Fairfax  Harrison,  President  Southern  Railways  Co.,  Chairman. 
Howard  Elliott,  Pres.,  N.  Y.  H.  &  H.  Samuel  Rea,  Pres.  Penn.  R.  R. 

J.  Kruttschnitt,  Ch.  Exec.  Comm.  S.  P.  Co.       Hale  Holden,  Pres.,  C.,  B.  &  Q. 


E.  E.   Clark,  Interstate   Commerce   Commission, 
Daniel  Willard,  Pres.  B.  &  O.  R.  R. 

Central  Department 

R.  H.  Aishton,  Pres.  C.  &  N.  W.,  Chairman. 

E.  E.  Calvin,  Pres.  U.  P.  R.  R. 

Hale  Holden,  Pres.,  C.,  B.   &  Q.  R.  R. 

C.  H.  Markham,  Pres.  I.  C.  R.  R. 

G.  L.  Peck,  V-Pres.  Penn.  Lines  West. 

G.  T.  Slade,  V-Pres.  N.  P.  Ry. 

Western  Department 
Wm.  Sproule,  Pres.  S.  P.  Co.,  Chairman. 

Southern  Department 

W.  B.  Scott,  Pres.  S.  P.  Co.,  Chairman. 

B.  F.  Bush,  Recv.  Mo.  Pac.  Ry.  J.  D.  Farrell,  Pres.  O.  W.  R.  &  N.  Co. 

C.  E.  Schaff,  Recv.  M.  K.  &  T.  Ry.  R.  S.  Lovett,  Ch.  Exec.  Comm.  U.  P.  R.  R. 
J.  Kruttschnitt,  Ch.  Exec.  Comm.,  S.  P.  Co.  E.  P.  Ripley,  A.,  T.  &  S.  F.  Ry. 


Third  Engineers  N.  A.  U.  S. 

Chicago,  111.,  July  7,  1917. 

The  following  report  of  the  Athletic  Meet  of  this  Regiment,  held  July 
4th,  is  published  for  the  information  of  those  interested : 

First  Event 

This  event  was  programmed  as  a  preliminary  tug-of-war,  the  idea  being 
to  have  an  intermediate  tug-of-war  between  the  winners  of  the  preliminary 
and  a 'final  between  the  winners  of  the  intermediate.  Due  to  the  necessity 
for  curtailing  the  program,  and  also  to  the  fact  that  thq  Headquarters  De- 
tachment did  not  enter  a  team,  and  the  further  fact  that  Companies  A,  B 
and  C  of  the  1st  Batallion  were  the  winners  of  the  preliminaries,  the  Judges 
called  off  the  intermediate  and  final  tug-of-war,  presenting  the  cup  to  the 
1st  Batallion,  allowing  6  points  to  each  winning  company. 




Result   First   Event 

Co.  A  vs.  Co.  D Winner,  Co.  A 6  points 

Co.  B  vs.  Co.  E Winner,  Co.  B 6  points 

Co.  C  vs.  Co.  F , Winner,  Co.  C 6  points 

Cup   to   1st  Battalion. 

Second  Event 
.  50  yard  dash.    Two  men  from  each  company. 

First  Co.  D     King       6  3/5  seconds     5  points 

Second  Co.  D     Scully     6  4/5  seconds     3  points 

Third  Co.  A     Easily     7          seconds     1  point 

Third  Event 
100  yard  dash.    Two  men  from  each  company. 

First  Co.  C     Hanson       13          seconds     5  points 

Second  Co.  D     Tetreau       13  1/5  seconds     3  points 

Third Co.  D     Downing     13  3/5  seconds     1  point 

Fourth  Event 
200  yard  relay  race.    Four  man  from  each  company. 

First Co.  B     28  3/5  seconds  10  points 

Second  Co.  C     5  points 

Third  Co.  A 3  points 

Fifth  Event 

Special  cup  to  winning  company. 

Competitive  drill  in  squad  movement  under  Non-commissioned  officer.  One 
platoon,  three  squads,  from  each  company.  (Extended  order  drill  called  off,  due 
to  lack  of  time.) 

First Co.  D     (C.  M.  &  St.  P.)  10  points 

Second Co.  C     (C.  G.  W.)  5  points 

Third Co.  A     (I.  C.)  3  points 

Sixth  Event 
Intermediate  tug-of-war. 
(Called  off  by  judges,  due  to  lack  of  time.) 

Seventh  Event 

Shoe  race. 

(Called  off  by  judges,  due  to  lack  of  time.) 

Eighth  Event 

Potato  race.    One  man  from  each  company. 

Each  contestant  was  provided  with  a  bucket  and  ten  potatoes.  Bucket  placed 
at  start  and  finish  line,  potatoes  spaced  one  yard  apart,  nearest  one  ten  yards 
from  starting  line.  Only  one  potato  handled  at  a  time. 

First  Co.  D     Whitt        1  minute  13  3/5  seconds     5  points 

Second  Co.  F     Harton      3  points 

Third  Co.  A     Easily       1  point 

Ninth  Event 
Sack  race.     50  yards.     One  man  from  each  company. 

First , Co.  F     Sparling       18  seconds     5  points 

Second    Co.  A     Mensdorf     „ 3  points 

Third    Co.  B     Guyer  1  point 

Tenth  Event 

Surprise  race.     50  yards.     Two  men  from  each  company. 
Each  team  was  provided  with  a  wheel  barrow  and  two  live  frogs  as  pas- 
sengers.   The  engineer  of  the  wheelbarrow  was  permitted  to  go  ahead  at  a  walk 
as  long  as  his  passengers  were  in  the  wheelbarrow,  but  was  obliged  to  stop  when 
they  left  until  returned  by  the  conductor. 


First Co.  C     Jonas  and  Mealy  5  points 

Second Co.  D    Downing  and  Mahan  3  points 

Third Co.  E     Gunderson  and  Fisher          1  point 

Eleventh  Event 

Tent  pitching  contest.     Special  cup. 

One  platoon,  three  squads  from  each  company,  under  Non-commissioned 
officer.     Contestants  were  judged  on  time  and  appearance. 


First    Co.  C  5  points 

Second Co.  B  3  points 

Third Co.  D  1  point 


First  Co.  C  5  points 

Second Co.  B  3  points 

Third Co.  A  1  point 

Winner  special  cup,  Co.  C. 

Twelfth  Event 
Final  tug-of-war.     (Called  off.) 

i  Thirteenth  Event 

Company  drill,  Manual  of  Arms.  Eight  squads  from  each  Company  under 
non-commissioned  officer.  Special  cup. 

This  was  the  most  interesting  event  of  the  program,  as  it  more  nearly 
represented  the  full  strength  of  each  Company.  The  Companies  were  so 
evenly  matched  that  it  was  only  after  considerable  deliberation  that  the 
judges  decided  as  follows: 

First Co.  A,  Cup  and  20  points 

Second Co.  E,  10  points 

Third Co.  B,     5  points 

Tabulation  of  Points  by  Companies 
Event  Co.  A     Co.  B      Co.  C     Co.  D     Co.  E     Co.  F 

1.  Tug-of-war    666 

2.  50  yard  dash 1  8 

3.  100  yard  dash 5  4 

4.  200  yard  relay  race 3  10  5 

5.  Squad  drill  3  5  10 

8.  Potato  race  1  53 

9.  Sack  race  31  5 

10.  Surprise  race  531 

11.  Tent  pitching  1  6  10  1 

13.     Manual  of  arms 20  5  10 

38          28          36          31          11  8 

Distribution  of  Cups 

First  prize  on  points  Company  A 

Second  prize  on  points  , Company  C 

Special  cup,  Tug-of-war First  Battalion 

Special  cup,  Squad  Drill  : Company  D. 

Special  cup  Manual  of  Arms Company  A 

Special  cup,  Tent   Pitching  Company  C 

By  order  of  Colonel  Langfitt. 

R.  D.  BLACK, 
Major  Corps  of  Engrs.,  Adjt. 




Reference  was  made  in  the  May  and 
June  issues  to  request  made  on  railroads 
in  the  Central  Department  to  furnish  300 
telegraph  operators  for  service  in  the  Re- 
serve Signal  Corps  under  the  command 
of  Lieut.  Col.  L.  D.  Wildman.  The  cam- 
paign to  secure  these  operators  is  being 
handled  by  Special  Committee  of  the 
American  Railway  Association  under  the 
chairmanship  of  Mr.  W.  L.  Park,  vice- 
president  of  the  Illinois  Central  Rail- 
road. It  is  encouraging  to  report  that  up 
to  the  present  time  161  railroad  oper- 
ators have  enlisted  in  this  service.  The 
remaining  139  to  complete  the  full  quota 
of  300  will  doubtless  be  enlisted  within 
a  short  time.  In  the  meantime  consider- 
ably more  than  300  written  applications 
from  railway  telegraphers  have  been  re- 
ceived, but  the  actual  enlistment  of  the 
whole  quota  has  not  proceeded  as  rapidly 
as  was  hoped.  The  enlistment  of  the  re- 
maining number  will  have  to  be  secured 
very  soon. 





Selected  companies  of  the  Chicago 
Operating  Regiment,  13th  Reserve  En- 
gineers, formerly  known  as  3rd  Reserve 
Engineers,  recently  entrained  at  Chicago 
for  an  eastern  port  en  route  to  some 
point  in  France.  The  companies  made 
an  excellent  appearance  in  good  march- 
ing order  on  Michigan  Avenue,  Chicago, 
on  the  way  to  the  train  and  were  pre- 

ceded by  the  Illinois  Central  band.  Our 
best  wishes  go  with  these  good  men  and 
true  whose  future  service  we  shall  fol- 
low with  the  deepest  interest,  particu- 
larly the  Illinois  Central  Company  "A." 

DER NO.  510 

Unwrapped     and    Unaddressed     Maga- 
zines Prepaid  One  Cent  for  Soldiers 
and  Sailors  of  the  United  States  Ex- 
peditionary Forces  in  Europe. 
Office  of  the  Postmaster  General, 
Washington,  July  16,  1917 

Order  No.  510: 

The  classification  of  articles  mailable 
tinder  Section  8  of  the  Act  of  August 
24,  1912,  authorizing  the  establishment 
of  the  parcel  post  service,  is  extended 
so  as  to  include  unwrapped  and  unad- 
dressed  copies  of  magazines  intended  for 
soldiers  and  sailors  of  the  United  States 
Expeditionary  Forces  in  Europe  when 
mailed  by  others  than  the  publishers, 
the  postage  thereon  to  be  prepaid  at  the 
rate  of  one  cent  a  copy  regardless  of 
weight.  Magazines  to  be  accepted  for 
mailing  under  this  order  must  have 
printed  in  the  upper  right  hand  corner 
of  the  front  cover  the  following: 
Notice  to  Reader 

When  you  finish  reading  this  maga- 
zine place  a  1-cent  stamp  on  this  notice, 
hand  same  to  any  postal  employe  and  it 
will  be  placed  in  the  hands  of  our  sol- 
diers and  sailors  at  the  front.  No  wrap- 
ping; no  address. 

A.  S.  Burleson,  Postmaster  General. 

Postmasters  will  be  given  appropriate 
instructions  from  time  to  time  as  to  the 
manner  of  forwarding  such  magazines. 

A.  S.  Burleson,  Postmaster  General. 

Interesting  Letters  From  an  Ex-Illinois  Central  Employe 

Who  is  Now  a  Lieutenant  in  the  American 

Flying  Battalion  in  France 

Note:  Young  Bamrick  is  a  son  of  R.  P.  Bamrick,  now  yardmaster  of  this  company  at  Burnside.  He 
is  22  years  of  age  and  during  vacation  periods  worked  for  the  general  storekeeper  and  shop  superintendent 
at  Burnside.  Later  was  employed  in  the  Chicago  postoffice.  He  also  attended  the  De  La  Salle  Institute 
and  was  for  five  years  a  member  of  the  Naval  Reserves. — Editor. 

"Somewhere    in    France,"    June   11,    1917. 

Dear  Mother  and  Father: 

How  is  everything  at  "9616?"  I  suppose  you  thought  I  forgot  the  address,  but 
such  is  not  the  case.  We  left  Norfolk,  Va.,  on  May  27th  and  I  think  I  sent  you  mail 
on  that  date.  We  have  been  at  sea  since  that  date.  We  arrived  in  France,  Friday, 
June  8th,  in  the  morning.  It  was  a  very  tiring  voyage,  as  most  of  the  trip  we  had 
to  stand  to  watch  for  subs.  Four  hours  on  and  four  hours  off.  On  last  Saturday 
tejvening  and  all  night  we  were  in  one  of  these  "storms  at  sea"  you  read  about  in 
books.  But  it  was  just  to  be  expected.  When  we  passed  thru  the  Gulf  Stream  we 
saw  schools  of  porpoise  and  flying  fish.  France  is  a  wonderful  place.  When  we 
arrived  in  our  "port  of  destination"  many  people  were  there,  and  were  stunned  to 
see  our  ship  as  it  has  very  funny  hoisting  rig.  They  never  saw  that  kind  here  before. 
Much  enthusiasm  was  displayed  at  the  arrival  of  the  Americans.  The  speed  in  un- 
loading cargo  had  them  awe  stricken.  I  never  was  so  glad  at  being  an  American. 
We  were  talking  to  a  French  merchant,  through  his  daughter  who  translated  French 
to  American  (not  English.)  He  said  that  it  is  the  belief  of  the  French  that  the 
Americans  are  so  fast  that  the  English  or  French  will  never  catch  up  to  them.  On 
Sunday  we  left  our  port  of  destination  to  "here"'  via  train  (carriages  here).  All 
along  the  line  when  the  natives  heard  we  were  "Americ"  they  were  glad.  When 
they  found  out  how  many  are  to  come  here  they  feel  happy  and  say  in  French  "Good- 
bye Germans."  We  have  good  eats  here.  Wine  with  dinner  and  supper,  also  French 
coffee  every  meal.  When  we  arrived  at  the  depot  here,  the  people  had  stayed  up  to 
see  us.  They  carry  big  bunches  of  roses  for  us  and  cry  out,  "Vivi,  la  America." 
They  have  good  motors  here,  so  we  feel  very  safe  in  the  game.  Harry  is  not  with 
us  yet,  but  will  expect  him  soon.  Reports  are  that  a  summer  hotel  not  in  use  on 
account  of  the  war  is  being  put  in  commission  for  the  "Yank  Birds."  Can't  say  much 
as  this  comes  under  the  cynical  eye  and  conscienceless  brush  of  a  stone  hearted  censor. 
Love  to  all. 

Care  P.  M.  New  York,  N.  Y.  First  Aeronautic  Detachment  U.  S.  Navy. 

Please  send  silk  American  Flag — small  one. 

"Somehere  in  France,"  June  12,  1917. 
Dear  Little  Sister: 

Am  in  the  land  of  the  Frenchmen.  Beautiful  scenery,  soldiers  and  sailors  every- 
where. Very  patriotic  people.  Long  trip  over  the  ocean.  Glad  we  are  here,  as  the 
people  are  glad  to  see  us.  Trying  to  learn  the  French  language.  How  and  where  is 
Aunt  Sophia?  I  sent  her  mail  to  Bloomington.  Isn't  this  funny  writing  paper?  Write 
me  when  you  get  time.  Ellen,  where  is  Bill?  How  is  the  new  garden?  Just  finished 
eating.  We  have  two  meals  a  day  now,  breakfast  and  dinner  at  10:30  a.  m.,  supper 
4:30  p.  m.  All  towns  close  at  9:30  p.  m.  here  on  account  of  the  war. 

Ed.  J.  Bamrick,  U.  S.  N. 
First  Aeronautic   Detachment, 
Care  P.  M.  New  York,  N.  Y. 

"Somewhere  in    France,"  June   17,   1917. 
My  Dear  Parents: 

It  being  Sunday,  there  is  not  much  for  us  to  do,  but  to  eat.  The  people  pass 
their  time  in  dancing  and  drinking  this  "dopey"  wine.  The  wine  here  is  sour,  the 
same  as  they  drink  with  meals.  It  has  a  deteriorating  effect  upon  the  teeth,  due  to 
so  much  acid,  so  our  physicians  advised  that  it  be  discontinued.  We  get  no  more  with 




our  meals  now.  Much  coffee.  All  the 
water  used  to  drink  and  cleaning  teeth 
is  boiled  from  8  p.  m.  until  5:00  a.  m.  to 
kill  germs.  We  had  "movies"  last  night 
after  our  lesson  in  French,  but  "yours 
truly"  retired  instead  of  holding  out 
thru  the  "cinema,"  as  they  call  it  here. 
The  French  Comedy  is  just  one  degree 
more  humorous  than  the  English 
Comedy.  Nearly  all  are  sent  out  by  the 
Pathe-Frere  Co.  Everything  is  closed 
all  over  France  at  9:30  p.  m.,  but  Sun- 
day is  the  same  as  a  week  day  except 
for  church.  There  is  a  standard  hour 
for  the  evening  meal  in  the  cities  and 
large  towns.  All  the  hotels  have  service 
at  7  p.  m.  Certain  days  meat  is  pro- 
hibited. The  best  meal  in  France  costs 
80  or  90  cents  in  American  money.  I 
suppose  there  will  be  much  confusion 
when  they  start  fitting  out  the  "dear 
ones"  in  khaki.  See  that  they  caught 
many  ducklings  over  the  North  and  South 
American  borders.  We  received  much 
news  via  wireless  en  route  over  the  sea 
up  to  the  day  before  we  entered  port  of 
destination.  We  caught  Arlington  Heights, 
Va.,  news  such  as  diplomatic,  baseball 
scores,  "U"-boat  activities  along  the 
over-seas  routes,  and  other  interesting 
items.  Arlington  sends  to  Frisco  on  the 
West  Coast,  Paris,  Berlin  and  London. 
Owing  to  the  earth's  shape,  round,  our 
arch  of  receiving  would  not  be  in  line  to 
the  higher  points  and  higher  powered 
land  stations.  Saw  the  Arlington  Station 
on  our  way  up  from  Pensacola  to  Baltimore.  We  received  a  "short''  about  John  Philip  Sousa 
joining  the  U.  S.  Navy,  and  starting  a  large  band  at  the  Great  Lakes  Station.  Do  not  send 
candy  or  gum  or  other  so-called  "luxuries,"  as  they  seldom  arrive  at  their  destination. 
I  was  wondering  the  other  day  whether  James  Malooly  and  "Chuck"  Sheridan  reg- 
istered. I  do  not  know  whether  I  told  you  or  not,  but  one  of  the  De  La  Salle  fellows 
named  Fitzgerald  is  now  shoveling  coal  on  the  U.  S,  S.  Kansas.  Tell  Bill  that  Leo 
Jacques  of  St.  Bernards  (in  his  class)  is  in  the  U.  S.  Marine  Corps,  at  Port  Royal, 
South  Carolina,  so  was  the  information  furnished. 

When  I  get  the  opportunity,  I  will  send  you  my  picture  in  the  flying  "togs."  It 
may  be  some  time,  though,  but  intentions  are  good.  Things  are  very  cheap  here, 
such  as  leather  puttees,  watches,  etc.  Before  I  return  I  hope  to  have  several  souvenirs 
of  some  value  for  the  relations  at  9616.  But  why  look  so  far  ahead,  as  we  do  not  know 
when  we  will  return.  This  is  a  fine  country,  so  why  worry,  so  long  as  the  mail 
reaches  us,  what?  Hope  Bob  is  v/ith  you  yet.  Must  bring  this  crazy  note  to  a  close, 
as  we  have  to  eat  again.  Wish  all  a  lot  of  luck.  How  is  the  real  estate  business,  the 
garden,  etc.?  Will  send  home  a  French  sailor's  hat  to  Ellen  and  one  to  Dorothy. 
If  I  cannot  mail  them,  will  keep  them  to  add  to  collection.  Tell  Dad  not  to  forget 
to  send  me  his  waist  measure,  as  I  am  ready  to  start  a  hand-made  belt  for  him 
(made  in  the  trenches,  not).  Ha!  Ha!  Well,  good  night  and  much  love  to  you  all 
(Southerner.)  I  suppose  you  will  receive  this  letter  about  a  month  from  date  of 
writing.  When  you  write,  let  me  know  what  length  of  time  it  takes  to  reach  you. 

Same   address.  Your   Son,   Ed. 



Address   of  Sender. 
Public  Correspondence 

"Somewhere   in    France,"   June   20,    1917. 
Dear  Brother  Bill: 

Get  the  heading  of  this  paper.  We  have  a  Y.  M.  C.  A.  and  dance  hall  and 
"Salle  De  Vines"  (wine  house)  in  connection  with  our  barracks.  This  place  was  a 
hotel,  built  in  1572,  A.  D.,  but  when  you  look  for  anything  you  think  it  was  1572, 


B.  C.  However,  we  received  orders  today  to  make  a  move.  It  is  one  ot  the  largest 
Aero  bases  in  France,  so  expect  to  get  a  chance  to  show  ability  to  the  higher  men 
of  the  flying  game.  Have  done  extensive  traveling  since  our  arrival  on  these 
shores.  Guess  we  will  never  be  settled  down,  as  they  have  a  very  speedy  programme 
set  up  for  us,  and  believe  me,  give  us  eats  and  gasoline  and  we  will  carry  it  out. 
There  are  thirteen  men  and  one  chief  boatswain's  mate,  i.  e.  Timothy  O'Donnell 
(German)  in  our  barracks.  Came  last  night  .after  being  torpedoed  at  sea.  They  were 
some  sight,  all  sorts  of  stray  parts  of  uniforms.  They  will  leave  to  return  to  the  U. 
S.  when  we  leave  here,  which  is  a  matter  of  hours  now.  We  are  located  here  in  a 
small  fishing  village,  very  quaint.  Their  main  industry  is  sardines.  Before  the  war 
they  were  very  well  off  financially,  but  the  subs  bother  the  fishermen's  ships  now, 
and  not  so  many  of  them  take  the  chances.  What  are  you  doing  now?  Still  with 
the  I.  C. ?  If  so,  I  hope  you  contribute  to  the  home,  as  I  cannot  for  a  few  months. 
I  intended  to  make  an  allotment  to  mother  and  father,  but  we  jumped  the  states  with- 
out due  notice.  It  cannot  be  made  out  in  detached  service  such  as  ours.  Sending 
any  "dough"  by  mail  out  of  here  is  sort  of  risky.  If  you  can  roll  me  a  stray  iron 
man  now  and  then  will  see  what  I  can  get  you  worth  while,  as  very  useful  articles 
run  cheap  here.  Can  get  a  swell  watch  easy,  leather  goods,  pens,  etc.,  about  halt 
the  price  at  home.  Have  not  received  any  mail  since  we  left  the  U.  S.  and  it  seems 
a  year  ago  when  the  mail  stopped  coming.  The  French  think  the  Americans  are  so  fast 
in  their  moves  that  either  England  or  France  will  never  be  able  to  catch  up  to  us. 
They  were  overjoyed  to  see  arrive  when  we  landed  in  our  "port  of  destination." 
Since  then  we  have  been  jumping  overland  from  place  to  place.  There  was  a  wedding 
of  one  of  the  village  belles  here,  and  the  festivities  last  for  a  week.  They  had  a 
dance  in  our  barracks  this  evening.  She  married  a  French  aviation  officer.  Some 
Jane,  believe  me.  We  have  "movies"  here  every  other  night  by  the  Y.  M.  C.  A. 
outfit  that  travels  with  our  outfit  to  look  after  our  personal  wants.  We  are  to  be 
split  up  in  the  next  move,  and  they  are  detailing  a  fellow,  Mr.  James  of  Chicago,  (a 
Northwestern  University  man)  to  travel  with  us.  He  is  a  fine  fellow,  about  twenty- 
four  years  of  age.  Pretty  wise  head.  He  is  teaching  us  French,  as  he  had  that 
while  at  Northwestern.  He  is  our  movie  man,  teacher,  private  secretary,  swims  with 
us,  and 'does  everything  except  to  take  "jumps  heavenward."  Guess  he  will  follow 
up  in  that  soon,  also.  The  "Y"  pays  his  expenses,  but  he  keeps  himself.  No  salary. 
The  Americans  are  looked  upon  as  the  saviors  of  France,  as  the  "Yanks"  are  to  get 
after  the  lost  land  of  Alsace-Loraine.  They  know  the  "Star  Spangled  Banner"  in 
"Americ,"  so  we  are  learning  the  "Marseillaise"  in  French.  Write  me,  sure. 

Your  Brother, 

Edw.  J.  Bamrick,  U.   S.  Navy, 
First  Aeronautic   Detachment,   U.    S.   N. 
Care  P.  M.  New  York,  N.  Y. 

"Somewhere  in  France,"  June  23,  1917. 
My  Dear  Parents: 

Here  we  are  in  our  new  home  for  some  time  we  hope.  It  is  one  of  the  largest 
aero-stations  in  France  for  land  machines.  Most  wonderful  place,  an  exquisite  place 
and  location  for  the  purpose.  Their  land  machines,  like  their  water  planes,  are  lighter, 
more  powerful  and  more  efficient  than  the  American  planes.  These  people  eliminate 
all  red  tape,  such  as  daily  examination  of  the  heart,  etc.  We  are  not  rushed  here. 
The  flying  day  starts  at  4:30  a.  m.  after  bread  and  coffee,  from  4:30  till  9  a.  m.  on 
field  and  in  air.  At  10:30  dinner  is  served.  Special  service  for  the  French  and  Ameri- 
can pilots.  Very  good  repast.  After  this  we  are  supposed  to  sleep  and  take  our 
ease  until  430  p.  m.  when  we  eat.  After  this  meal,  which  is  as  good  as  dinner,  the 
flving  is  resumed  until  it  is  too  dark.  Then  we  retire  again  until  the  next  4:00  a.  m. 
This  is  the  programme  for  the  seven  days  of  the  week.  Am  going  to  purchase  a 
small  steamer  trunk,  and  keep  all  my  flying  clothes  therein.  These  people  are  be- 
hind in  railroads,  but  certainly  not  in  the  way  of  the  air  and  automobile.  Their 
gasoline  motors  are  wonderful.  Dad  should  come  over  here  and  laugh  at  the  trans- 
portation. Your  "aeronut"  son  had  a  night's  sleep  en  route  in  the  rack  for  suit  cases 
in  the  "luxurious"  coaches  of  the  government  controlled  railroads  of  France.  We 
travel  special  second  class,  a  cross  between  first  and  second,  but  I  am  not  growling 
as  it  was  very  good  sleep  and  an  odd  experience.  We  learn  all  the  fancy  flying 
"stunts"  we  do  not  know  here,  such  as  loop-the-loop,  side  turns,  and  all  that.  Not 
dangerous,  as  no  one  has  been  killed  here  in  instruction  in  the  last  four  months. 
Harry  was  here  a  day  ahead  of  us,  and  we  have  our  beds  next  to  each  other.  Please 
call  up  his  mother  as  she  may  be  glad  to  know.  Am  getting  several  odd  souvenirs 
here,  such  as  different  match  safes  and  alcohol  cigar  lighters.  Will  not  send  home,  as 
they  would  hardly  get  there.  Will  leave  in  my  trunk.  Nothing  will  happen  me. 
so  please  don't  worry.  My  greatest  discomfort  is  the  thought  that  mother  and  dad 


will  worry  over  my  safety.  Very  safe  in  these  machines.  Intend  to  make  this  my 
life's  work  if  everything  comes  out  well.  Our  Y.  M.  C.  A.  man,  Mr.  James  of  Chicago, 
has  not  arrived  yet,  but  expect  him  in  about  a  week.  I  think  I  told  you  of  him  in 
my  letters  of  previous  date.  This  is  a  very  exclusive  school  here,  for  gentlemen,  and 
believe  me,  these  fellows  are  most  courteous.  They  cannot  do  too  much  for  us. 
The  men  here,  all  young  men,  are  representatives  of  the  aristocratic  families  of  France. 
Most  of  them  studied  English  in  college,  and  speak  with  great  perfectness,  even 
more  so  than  we  do.  All  our  laundry  is  done  for  us  free;  cleaning,  etc.,  is  done  by 
servants.  All  the  menial  work  is  done  by  Algerians,  sort  of  the  Hindu  type.  It  is 
very  cool  here  in  the  morning  and  evening,  but  very  warm  in  the  day.  This  country 
set  their  time  one  and  one-half  hours  ahead  of  the  universal  standard  time.  This 
makes  the  day  (light)  very  long.  Harry  and  I  are  going  to  arrange  with  Mr.  Chevalier, 
Lieut.,  U.  S.  N.,  our  officer,  to  be  kept  together  in  the  same  detail.  "Chevey"  is 
some  flyer  himself,  and  gives  us  much  consideration.  Hope  to  hear  from  you  very 
much  and  often.  Have  to  have  my  afternoon  sleep  now,  so  will  say  good-bye  and 
good  luck.  Your  affectionate  son, 

First  Aeronautic  Detachment  U.  S.  Navy. 

Classification,  Production  and  Distribution  of  Coal 

By  Burton  J.  Rowe,  Coal  Traffic  Manpger 

CCIENTISTS  inform  us  that  coal  is 
^  the  mineral  which  has  resulted 
after  the  lapse  of  thousands  of  thou- 
sands of  years,  from  the  accumulations 
of  vegetable  matter,  caused  by  the 
steady  shedding  of  leaves  and  the  up- 
rooting and  destruction  of  forests  that 
existed  in  the  early  ages.  The  ac- 
cumulations probably  formed  in  the 
first  place,  beds  of  peat,  the  beds  as 
the  result  of  an  ever  increasing  pres- 
sure of  accumulating  strata  above 
them,  have  been  compressed  and,  hav- 
ing been  acted  upon  by  the  internal 
heat  of  the  earth,  have  in  the  course 
of  time  produced  the  article  known  as' 

The  chemical  changes  which  have 
taken  place  in  the  beds  of  vegetation 
of  the  carboniferous  epoch,  and  which 
have  transformed  it  into  coal,  are  but 
imperfectly  understood.  All  that  is 
known  is  that  in  some  cases  one  kind 
of  coal  is  formed,  and,  presumably 
under  other  conditions,  other  kinds  of 
coal  have  resulted. 

The  coals  thus  formed  have  been 
classified  the  U.  S.  Geological  Survey 
as  follows :  Anthracite,  semi-anthra- 
cite, semi-bituminous,  bituminous  and 

Anthracite  coal  is  generally  well 
known  and  ordinarily  defined  as  hard 
coal,  having  a  high  fuel  ratio,  (fixed 
carbon  divided  by  volatile  matter)  ; 

found  principally  in  eastern  Pennsyl- 
vania, but  smaller  areas  are  known  in 
some  of  the  western  states. 

Semi-anthracite  coal  has  a  ^uel  ratio 
of  about  65%  of  anthracite.  There  is 
only  a  small  amount  of  this  coal  in 
the  United  States. 

Semi-bituminous  coal  is  of  great 
commercial  importance,  but  is  not 
widely  distributed.  Its  fuel  ratio  is 
about  50  per  cent  of  anthracite.  It  is 
an  excellent  steam  coal,  and  some  of 
it  can  be  utilized  in  the  manufacture 
of  coke.  The  centers  of  production 
are  the  Pocahontas  and  New  River 
fields  of  Virginia  and  West  Virginia, 
the  Georges  Creek  field  of  Maryland, 
the  Windber  field  of  Pennsylvania, 
and  the  western  end  of  the  Arkansas 
field  in  the '  vicinity  of  Fort  Smith. 
Small  areas  of  this  coal  have  been 
found  in  Washington  and  Colorado. 

Bituminous  coal  is  the  most  im- 
portant grade  in  the  country,  and, 
roughly  speaking,  includes  coals  east 
of  the  Rocky  Mountains.  This  grade 
furnishes  most  of  the  coking  coal  of 
the  country,  and  it  is  largely  sold  for 
steam  raising  and  domestic  use. 

Sub-bituminous  coal:  This  term  has 
been  adopted  by  the  U.  S.  Geologica* 
Survey  for  what  has  generally  been 
called  "black  lignite."  The  latter  term 
is  misleading,  for  the  reason  that  the 
coal  is  not  lignitic  in  the  sense  of  being 




woody,  and  the  use  of  the  term  seems 
to  imply  that  the  coal  is  little  better 
than  the  ordinary  lignite,  whereas 
many  of  the  coals  of  this  class  closely 
approach  the  lowest  grade  of  bitumi- 
nous coal.  It  is  generally  distinguish- 
able from  lignite  by  its  color  and  free- 
dom from  apparent  woody  texture  and 
from  bituminous  coal  by  the  slacking 
it  undergoes  when  exposed  to  the 
weather.  It  is  found  mainly  in  the 
western  fields  of  Colorado,  New  Mexi- 
co, Wyoming,  Montana,  and  in  many 
of  the  districts  of  Washintgon  and 

Lignite  is  the  name  that  has  been 
applied  to  a  form  of  unfinished  coal, 
and  as  used  by  the  U.  S.  Geological 
Survey  is  restricted  to  the  coals  that 
are  brown  and  generally  woody.  It 
is  not. true  coal  but  is  intermediate  in 
formation  between  peat  and  sub- 
bituminous.  It  is  abundant  in  the 
north,  in  eastern  Montana  and  the  Da- 
kotas ;  in  the  south  it  is  present  in  all 
of  the  gulf  states,  but  has  been  de- 
veloped commercially  only  in  Texas. 

The  production  of  these  coals  in  the 
United  States  and  the  rank  of  the  pro- 
ducing states  during  the  year  1915, 
during  which  coal  was  produced  and 
marketed  under  approximately  normal 
conditions,  is  as  follows : 

Production  1915 
Pennsylvania —  Net  tons. 

anthracite    90,821,507 

bituminous    147,983,294 

West  Virginia  71,707,626 

Illinois   -...  57,589,197 

Kentucky  20,382,763 

Ohio   18,843,115 

Indiana  „  16,641,132 

Alabama 15,593,422 

Colorado 8,170,559 

Virginia  7,959,535 

Iowa  7,451,022 

Kansas  6,860,988 

Wyoming 6,475,293 

Tennessee    5,943,258 

Maryland  4,133,547 

Oklahoma 3,988,613 

Missouri  3,935,980 

New  Mexico  3,877,689 

Utah  3,103,036 

Washington    3,064,820 

Montana 2,805,173 

Texas   2,323,773 

Arkansas   1,836,540 

Michigan   1,283,030 

North  Dakota 506,685 

Georgia   ;  166,498 

Oregon  51,558 

California,  Idaho 

and   Nevada  13,974 

South  Dakota  11,850 


There  are  many  grades  of  bitumi- 
nous coal,  the  grade  being  determined 
by  sulphur,  moisture,  volatile  and 
fixed  carbon  content.  The  high  vola- 
tile coals  of  Pennsylvania  and  West 
Virginia  are  very  desirable  for  gas- 
making  purposes ;  for  coking  purposes 
and  are  used  extensively  by  malleable 
iron  foundries,  and  the  so-called 
smokeless  coals  of  the  eastern  states 
are  much  sought  for  in  large  cities, 
where  smoke  ordinances  are  in  effect. 
Thus,  notwithstanding  there  might  be 
an  abundance  of  coal  within  easy 
reach,  the  special  purposes  to  which 
certain  grades  of  coals  are  particularly 
adapted  necessitates  consumers  reach- 
ing out  great  distances  for  fuel  sup- 
plies, and  thus  gives  wider  range  to  the 
distribution  than  one  would  ordinarily 
suppose.  This  is  aptly  illustrated  by 
reports  of  the  U.  S.  Geological  Survey, 
taking  the  State  of  Illinois  as  typical. 
Distribution  of  Coal  Produced  in 

Illinois  in  1915 

Used  in  Illinois —  Net  tons 

Consumed  at  mines....  1,533,069 
Sold  to  local  trade  at 

the  mines   470,114 

Shipped    to   points    in 

Illinois    22,778,530 

Total    26,781,713=45% 

Shipped  to  other  states — 

Arkansas   128,950 

Indiana    825,601 

Iowa  3,053,413 

Kansas  414,467 

Kentucky     6,807 

Louisiana  67,338 

Michigan    83,256 



Minnesota  1,334,330 

Mississippi   96,577 

Missouri  4,391,722 

Nebraska  938,905 

North  Dakota  106,674 

Ohio 3,036 

South  Dakota  319,370 

Tennessee    68,559 

Texas   20,648 

Wisconsin   1,260,188 

Total    13,119,841=22% 

Used    by    steam    rail- 
roads   18,928,022=33  % 

Sources  of  Supply  of  Bituminous  Coal 

in   Illinois   in   1915,   Exclusive   of 

Railroad    Fuel. 

From :  Net  tons 

Illinois   26,781,713=67% 

Indiana    4,044,528 

Iowa  17,700 

Kentucky    864,047 

Maryland 20,783 

Ohio   287,561=33% 

Pennsylvania    1,677,186 

Virginia  120,300 

West  Virginia  5,079,032 


Total  39,976,850 

The  state  of  Illinois,  as  shown  in  the 
preceding  tables,  although  third  in 
point  of  production  of  coal  in  the 
United  States,  consumes,  setting  aside 
the  33%  used  by  steam  roalroads 
which  is  consumed  both  within  and 
without  the  state,  but  45%  of  its  pro- 
duction, and  imports  33%  of  its  con- 
sumption from  mines  outside  the  state. 

These  data  respecting  production 
and  consumption  in  1915  are  not 
representative  of  the  situation  at  the 
present  time  when  large  supplies  of 
fuel  must  be  had  for  multifarious  pur- 
poses. The  increased  demand  at  home 
for  Pennsylvania  and  West  Virginia 
coals  has  created  an  acute  situation  in 
the  Northwest  which  has  heretofore 
drawn  its  fuel  supply  largely  from 
eastern  coal  fields.  The  question  of 
fueling  the  far  Northwest  the  coming 
winter  is  causing  the  Committee  on 

Coal  Production  of  the  Council  of  Na- 
tional Defense  no  little  concern.  One 
state  alone,  Minnesota,  while  using 
1,334,330  tons  of  coal  from  Illinois 
mines  in  1915,  used  approximately 
4,000,000  tons  from  Pennsylvania  and 
West  Virginia,  shipped  by  rail  to  Lake 
Erie  ports,  thence  by  vessel  to  docks 
at  the  head  of  the  lakes  during  the 
season  of  navigation.  The  increased 
demand  has  long  since  exhausted  the 
stocks  of  coal  on  the  docks,  which,  at 
this  writing,  have  not  been  replaced 
owing  to  the  lateness  of  the  opening 
of  navigation  in  1917,  scarcity  of  ship- 
ping on  the  great  lakes,  and  lack  of 
inclination  on  the  part  of  ship  owners 
to  engage  in  the  carrying  of  coal. 

To  speed  up  the  transportation  to 
and  stocking  up  of  coals  in  the  North- 
west, the  Council  of  National  Defense, 
through  its  Committee  on  Coal  Pro- 
duction, has  co-ordinated  with  the 
producers  and  shippers  of  coal  to  that 
territory  via  rail  and  lake,  so  that  all 
coals  arriving  at  Lake  Erie  ports  des- 
tined to  the  Northwest  are  consol- 
idated on  arrival,  to  the  end  that  a  full 
cargo  may  be  available  when  a  vessel 
calls,  thereby  avoiding  delay  awaiting 
cargo  as  in  the  past;  and  in  other  ways 
has  increased  the  efficiency  and  ex- 
pedited the  movement.  Other  forces^ 
however,  have  been  at  work,  so  that 
in  addition  to  the  opening  of  naviga- 
tion in  the  spring  of  1917  being  three 
weeks  later  than  usual,  due  to  heavy 
ice  in  the  northern  lakes,  which  result- 
ed in  but  81  per  cent  of  a  normal  May 
and  June  tonnage  by  lake,  the  net  re- 
sult is  that  instead  of  having  4,000,000 
to  5,000,000  tons  of  coal  on  hand,  the 
docks  are  practically  bare. 

A  member  of  the  Committee  on  Coal 
Production  informed  me  that  notwith- 
standing the  strenuous  efforts  being 
made  to  move  fuel  to  the  Northwest, 
that  section  of  the  country  must  look 
to  mines  in  Illinois  and  Indiana  to  sup- 
ply 6,000,000  to  8,000,000  tons  of  coal 
that  ordinarily  came  from  the  east. 

This  is  not  the  only  expansion  of 
trade  enjoyed  by  mines  in  the  middle 



western  states.  It  is  a  matter  of  com- 
mon knowledge  that  industrial  activ- 
ity has  been  greatly  stimulated. 
Plants  that  were  running  on  one  shift 
in  1915  are  now  working  two,  and  in 
many  cases  three  shifts,  and  factories 
that  were  idle  then  are  running  full 

time  now,  resulting  in  enormously  in- 
creasing the  demand  for  fuel,  so  that 
there  is  little  doubt  that  the  mines  in 
Illinois  are  now  producing  and  mar- 
keting coal  at  the  rate  of  65,000;000 
tons  per  annum,  instead  of  the  57,500,- 
000  tons  of  two  years  ago. 

A  Letter  From  P.  D.  Armour 

April  1,  1895. 
My  Dear  Ogden  and  Phil: 

Mr.  Earling,  superintendent  of  the  C., 
M.  &  St.  P.  Railway,  rode  home  with 
me  from  Carey's  funeral  yesterday,  and 
in  the  course  of  conversation  related  a 
little  incident  to  illustrate  why  railroads 
don't  succeed  better.  It  struck  me  very 
forcibly,  and  I  think  the  meat  of  it 
will  apply  to  the  packing  business. 

He  said  that  while  he  was  in  Minne- 
apolis last  week  he  stepped  into  a  little 
cigar  store  near  the  depot  and  bought 
a  couple  of  cigars.  As  he  was  lighting 
one  he  asked  the  man  whether  he  was 
doing  a  good  business.  He  said,  yes ; 
he  had  all  the  Milwaukee  &  St.  Paul 
Railroad  trade,  and  that  was  a  very 
large  volume  indeed;  in  fact,  it  was 
practically  all  the  business  he  had. 

Then  Earling  asked  him  where  he 
bought  his  cigars,  and  he  replied,  "In 
New  York." 

He  then  asked  how  he  shipped  them, 
and  he  answered,  "Via  the  Burlington 

"You  get  all  your  patronage  from  the 
St.  Paul,  and  yet  you  give  all  your  pat- 
ronage to  the  Burlington,  a  road  that 
you  have  never  had  a  bit  of  trade  from." 

"Oh,  well,"  said  the  cigar  matt,  "I 
never  thought  anything  about  that.  / 
have  never  been  asked  by  any  of  the  St. 
Paul  people  to  ship  them  via  their  road." 

Mr.  Earling  said  that  fundamental 
principle  was  the  same  all  through  the 
railroad  business — the  men  about  the 
road  did  simply  what  they  were  told 
to  do  and  what  they  thought  was  their 
duty,  but  they  were  not  inventive  in 

their  heads  nor  tried  to  help  the  rail- 
road. They  never  looked  so  far  ahead 
as  to  see  that  by  boosting  the  railroad 
for  which  they  worked  they  also  helped 

Of  all  the  great  number  of  employes 
who  supported  that  tobacco  store,  not 
one  had  ever  asked  the  cigar  man  to  send 
his  business  over  the  St.  Paul  Railroad. 
Of  course,  they  were  not  the  commer- 
cial men,  exactly,  of  the  road,  but  they 
thought  nothing  concerned  them  except 
their  special  duties  and  whatever  was 
doled  out  to  them. 

Consequently,  that  was  why  railroads 
in  a  great  measure  fell  short  of  giving 
the  results  to  the  stockholders  that  they 
might  give,  and,  naturally,  that  meant 
they  did  not  pay  the  men  what  they 
mieht  pay  them. 

Now,  I  think  this  holds  good  all 
through  Armour  &  Company  to  a  great 

If  every  man  about  Armour  &  Com- 
pany would  pay  a  little  attention  to  sup- 
porting and  helping  the  house,  it  would 
go  a  very  long  way  toward  the  success 
of  the  house ;  and  no  one  connected  with 
Armour  &  Company  could  go  out  of  his 
way  and  show  that  he  took  an  interest  in 
their  success  but  what  the  house  would 
soon  find  it  out. 

It  would  be  a  very  simple  matter  for 
any  of  our  boys,  on  going  into  a  store, 
if  they  didn't  see  our  goods,  to  ask 
why,  and  if  they  could  not  find  out,  it 
would  be  easy  enough  to  report  it  to 
the  commercial  part  of  the  house. 
Sincerely  yours, 


Car  Repair  Shed  at  Nonconnah  Yards,  Memphis, 


By  O.  W.  Melin,  Assistant  Engineer,  Building  Department 

The  ^Illinois  .Central  Railroad  com- 
pleted last  year  at  Nonconnah  Yards, 
four  miles  south  of  Memphis,  Tennessee, 
a  car  repair  shed  of  sufficient  size  to 
take  care  of  all  car  repair  work  done  at 
that  point,  with  the  exception  of  light 
repairs  requiring  one  day  or  less  per 
car.  The  structure  is  entirely  fireproof 
and  covers  over  four  and  one-half  acres, 
being  1,140  feet  long  and  176  feet  wide. 
Eight  tracks  are  covered,  five  of  which 
were  already  in  place  and  being  used 
for  car  repair  purposes  without  being 
covered.  On  a  basis  of  fifty  feet  to  a 
car,  the  capacity  is  twenty-two  cars  to 
a  track  or  one  hundred  and  seventy-six 
cars  for  the  entire  shed  compared  with 
a  capacity  of  twenty-four  cars  each  for 
the  two  old  sheds.  The  old  car  repair 
sheds  which  were  in  the  old  car  repair 
yard  were  of  frame  construction  and 
covered  four  tracks  each,  the  one  shed 
being  seventy-two  feet  by  three  hundred 
feet,  and  the  other,  seventy-six  feet  by 
three  hundred  feet. 

The  building  consists  of  a  series  of 
columns  supporting  a  saw-tooth  roof, 
with  the  teeth  transverse  to  the  struc- 
ture in  rows  thirty  feet  apart.  There 
are  five  columns  in  each  row,  placed 
forty- four  feet  center  to  center,  with  the 
tracks  arranged  in  pairs  between  each 
pair  of  columns.  The  roof  trusses  are 
triangular  in  shape,  conforming  to  the 
saw-tooth  and  are  spaced  longitudinally 
between  columns  with  two  intermediate 
trusses  in  each  transverse  space  of  forty- 
four  feet.  The  intermediate  trusses  are 

supported  by  transverse  trusses  placed 
in  the  plane  of  the  steep  side  of  the  saw- 
tooth. Knee  braces  are  proivded  for  all 
transverse  trusses  and  for  the  inside 
longtitudinal  trusses  in  the  planes  of 
the  columns.  Structural  steel  girts  are 
provided  below  the  trusses  on  the  two 
longitudinal  outside  rows  of  columns 
for  the  support  of  the  corrugated  siding. 
Expansion  joints  are  provided  at  three 
different  points  in  the  length  of  the 
building.  The  steel  columns  are  sup- 
ported on  concrete  piers  varying  from 
four  and  one-half  to  five  feet  in  depth. 

The  roof  is  covered  with  federal 
cement  tile  supported  on  steel  purlins 
placed  four  feet  center  to  center  and 
carried  on  the  trusses.  The  gutters  are 
filled  with  cinder  concrete  which  with 
the  gutter  tiles  is  covered  with  a  5  ply- 
composition  roofing. 

The  steep  side  of  the  saw-tooth  is 
eleven  feet  one  inch  high,  seven  feet  of 
which  is  covered  with  "United  Steel 
Sash"  glazed  with  one-fourth  inch 
ribbed  wire  glass.  By  using  panes  two 
feet  wide  and  seven  feet  high  horizon- 
tal mullions  are  avoided. 

The  sides  of  the  building  from  a  dis- 
tance fourteen  feet  above  the  track  and 
the  ends  above  the  clearance  line  are 
covered  with  No.  20  black  corrugated 

An  air  connection  was  installed  in 
each  column  of  the  outside  and  middle 
rows,  giving  many  more  outlets  than  is 
usual,  reducing  the  expense  for  labor, 
expense  of  maintenance,  and  the  cost 




of  additional  length  of  hose  necessary, 
if  the  spacing  were  greater. 

The  ground  area  covered  additional 
to  that  formerly  used  for  a  car  repair 
yard  required  sixteen  thousand  cubic 
yards  of  grading,  which  was  entirely 
excavation.  The  material  was  removed 
by  an  American  ditcher,  loaded  on  cars, 
and  disposed  of  on  the  Y.  &  M.  V.  R.  R. 
with  a  portion  being  used  for  widening 
of  fills  and  for  flood  protection  work 
in  the  Memphis  terminals. 

dollies  rolling  on  skidways  placed  eight 
feet  center  to  center.  Two  of  these  der- 
ricks were  used,  being  placed  in  the  line 
of  the  longitudinal  row  of  columns  and 
forty-four  feet  from  the  center  line  of 
the  building.  The  erection  was  started 
at  one  end  of  the  structure  with  the  der- 
ricks backing  away  as  the  work  pro- 
gressed. The  maximum  reach  of  forty- 
four  feet  was  easily  accomplished  with 
the  sixty-foot  boom.  The  car  repair 
work  was  interrupted  only  at  that  por- 

The  excavation  for  the  concrete  piers 
supporting  the  columns  was  done  by 
hand.  The  concrete  mixing  plant  was 
located  adjacent  to  the  building  and  the 
concrete  wheeled  to  the  individual  piers. 
There  were  one  hundred  and  ninety-five 
piers  which  required  four  hundred  and 
seventy-eight  cubic  yards  of  concrete. 

The  structural  steel  was  erected  with- 
out interfering  with  the  car  repair  work 
by  means  of  platform  derricks  having 
sixty-foot  booms  and  mounted  on  timber 

tion  in  the  length  of  the  building  where 
the  erection  was  in  progress,  as  a  clear 
space  was  necessary  for  the  swinging  of 
the  boom.  The  transverse  and  two  in- 
termediate trusses  of  each  bay  were  as- 
sembled on  the  ground  and  erected  as  a 

The  erection  of  the  tile,  glass  and  roof- 
ing did  not  interfere  whatever  with  the 
car  repair  work.  The  fifty-two  cars  of 
roofing  tile,  four  cars  of  glass,  five  cars 
of  composition  roofing  and  seven  cars  of 



cinder  concrete  material 
were  hoisted  by  the  use  of 
a  three-legged  tripod  on 
the  roof  purlins,  a  single 
hoist  and  two  mules. 

Approxima tely  two 
thousand  feet  of  sewer 
was  necessary  to  provide 
the  necessary  drainage. 

Work  was  started  on 
November  20,  1915,  and 
completed  May  23,  1916, 
the  concrete  foundations 
being  built  in  ninety-nine 
days,  steel  erected  in  sixty 
days,  and  the  tile  roof 
placed  in  fifty-three  days. 
The  operation  of  the  car 
repair  yard  was  so  efficient 
during  the  construction  of 
this  structure  that  there 
was  a  reduction  in  the 
number  of  bad-order  cars 
on  hand  instead  of  an  in- 
crease as  would  naturally 
be  expected. 

The  speed  in  the  .con- 
struction was  due  largely 
to  the  co-operation  of  the 
local  officials  of  the 
Transportation,  M  a  i  n  t  e- 
nance  and  Mechanical  De- 

The  track  work,  grading, 
pile  driving,  pipe  laying, 
other  than  sewer  work, 
moving  buildings  and  mis- 
cellaneous work,  was  done 
by  a  B.  and  B.  gang,  as- 
signed to  this  work. 

The  structural  steel  was 
fabricated  by  the  Ameri- 
can Bridge  Company  and 
erected  by  Kelly  Atkinson 
Company  of  Chicago,  the 
foundations  and  sewers 
were  placed  by  E.  H. 
Walsh  Sons  of  Memphis, 
Tenn.,  and  the  placing  of 
the  composition  roofing, 
sheet  metal  work  and  paint- 
ing was  done  by  Nohsey 
&  Schwab  of  Memphis, 


from  me 


JntQTQSting  -  Jyews  •  of-  'Doings  -  of 
-  Jn  -  and  -  Out  -  of*  Court 


The  recent  session  of  the  Indiana  leg- 
islature passed  the  following  law  for  the 
safety  of  school  children : 

"In  order  to  provide  for  the  safety 
of  school  children  it  shall  be  unlawful 
for  any  person  or  persons  driving  any 
township  wagon  or  conveyance,  as  is 
herein  provided  for,  and  used  for  the 
purpose  of  carrying  children  to  and 
from  school,  to  permit  such  wagon  or 
conveyance  to  cross  or  enter  upon  the 
track  or  tracks  of  any  steam  or  electric 
railroad,  upon  approaching1  thereto, 
without  having  first  brought  such  wag- 
on or  conveyance  to  a  full  stop,  and  hav- 
ing some  responsible  occupant  of  such 
wagon  or  conveyance  get  out,  walk 
ahead  to  such  track  or  tracks  and  de- 
clare the  same  to  be  clear  after  having 
looked  in  both  directions  for  approach- 
ing trains  or  cars." 

The  law  is  a  good  one,  but  it  is  too 
bad  the  legislature  did  not  consider  it 
necessary  to  provide  for  the  safety  of 

adults,  especially  those  who  drive  and 
ride  in  automobiles.  A  good  many  peo- 
ple do  not  seem  to  realize  (and  this  is 
particularly  true  with  legislators)  that 
10  per  cent  of  all  deaths  are  due  to  ac- 
cidents and  that  every  time  the  second 
hand  on  a  watch  makes  a  revolution, 
there  are  nineteen  persons  injured  in 
the  United  States,  and  that  there  are 
more  persons  killed  and  injured  annu- 
ally in  the  United  States  than  were  killed 
or  injured  in  the  Civil  War. 






It  is  so  common  a  thing  when  a  train 
accident  occurs  for  passengers  not  in  any 
way  injured  to  present  claims,  that  it 
has  become  the  subject  of  many  widely 
circulated  jokes,  but  for  a  person  to 
create  from  his  imagination  a  derail- 
ment as  the  basis  for  a  personal  damage 
suit,  is  more  rare.  However,  this  is 




what  appears  to  be  the  case  in  the  suit 
of  Ed  McGraw,  colored,  filed  in  the  Cir- 
cuit Court  of  Coahoma  County  for 
$2,530  and  tried  at  the  May  term  of 
court  at  Friars  Point,  Miss. 

The  plaintiff,  in  his  declaration,  al- 
leged that  he  was  in  charge  of  a  car  of 
cattle  and  household  goods  from  Yazoo 
City  to  Clarksdale,  Miss.,  on  January 
13,  1915,  having  a  ticket  for  his  trans- 
portation; that  the  railroad  track  near 
Albin,  Miss.,  was  in  such  a  dilapidated 
and  wrecked  state  that  it  caused  a  de- 
railment of  the  train  he  was  on,  serious- 
ly injuring  him.  He  testified  to  these 
facts  and  was  supported  by  a  negro 
living  near  Albin,  who  stated  that  he 
saw  the  car  off  the  track.  But  this 
negro's  testimony  was  so  vague  and  un- 
certain as  to  be  wholely  worthless.  It 
was  also  proven  by  a  brother  of  one  of 
the  lawyers  of  the  plaintiff,  who  farms 
near  Albin,  that  about  the  time  of  the 
accident  he  noticed  a  number  of  new  ties 
had  been  put  in  the  track  at  about  the 
place  where  the  accident  is  said  to  have 
occurred,  although  he  did  not  claim  to 
know  anything  about  the  alleged  acci- 

The  entire  train  crew  testified  posi- 
tively that  no  derailment  occurred  but 
that  a  car  was  set  out  at  Albin;  that 
there  was  no  rough  handling  or  trouble 
of  any  kind  and  that  they  never  heard  of 
any  injury  to  the  plaintiff.  The  records 
of  the  company  failed  to  show  any  such 
occurrence  or  delay  in  handling  the 
train,  and  the  section  foreman  on  that 
section,  whose  duty  it  would  have  been 
to  have  assisted  in  clearing  up  any  wreck 
occurring  and  in  repairing  the  damage 
to  the  track,  if  any,  was  introduced  with 
his  books,  which  showed  where  his  gang 
worked  every  day  that  month  and  that 
no  work  whatever  was  done  at  that 
point.  It  also  appeared  that  the  plaintiff 
first  went  to  a  colored  physician  three 
days  after  the  accident  and  later  to  the 
company  surgeon  at  Clarksdale,  and  that 
neither  could  find  any  external  evidence 
of  an  injury.  However,  he  produced  on 
the  trial  another  doctor,  not  previously 
heard  of,  who  testified  that  he  found 

some  evidence  of  a  bruise  on  his  back. 

The  case  was  principally  fought  on  the 
proposition  that  no  derailment  occurred 
and  the  court  instructed  the  jury  that 
they  could  not  return  a  verdict  unless 
they  believed  one  occurred  as  claimed  by 
the  plaintiff,  but  notwithstanding  this 
and  the  proof,  a  verdict  was  rendered 
for  $500. 


At  the  meeting  of  the  City  Council 
Monday  night,  Traveling  Engineer  J.  M. 
Hoskins  and  Agent  Joe  Murphy  of  the 
Y.  &  M.  V.  Railroad  Company,  pre- 
sented before  this  august  body,  a  move- 
ment that  will  solve  the  safety-first  prop- 
osition for  the  city,  the  public  and  the 
railroad  company. 

Mr.  Hoskins  asked  the  Council  to 
adopt  an  ordinance  requiring  automo- 
biles, auto  trucks,  motorcycles  and  other 
motor-driven  vehicles,  running  upon  the 
streets  of  the  city,  to  come  to  a  full  stop 
not  less  than  ten  feet  from  the  tracks 
before  proceeding  across  same,  pro- 
hibiting their  stopping  upon  a  cross- 
ing or  approaching  within  ten  feet  of 
the  track,  except  when  crossing,  and 
providing  a  punishment  for  all  viola- 
tions thereof. 

After  some  discussion  upon  the  part 
of  all  aldermen,  Alderman  Hollings- 
worth  made  a  motion  that  the  City  At- 
torney be  instructed  to  draw  up  an 
ordinance  in  reference  to  this  matter 
and  present  it  at  the  next  meeting  of 
the  Council  for  its  passage.  The  mo- 
tion was  seconded  by  Alderman  Stout 
and  carried. 

Already  the  towns  of  Jackson,  Mc- 
Comb  City,  Brookhaven,  Canton  and 
other  places  have  adopted  similar  ordi- 
nances and  they  have  been  in  force  for 
some  time  in  some  of  these  towns  and 
in  every  case,  the  ordinance  has  proven 
satisfactory  and,  in  most  instances,  ac- 
cording to  Mr.  Hoskins,  very  popular. 

The  towns  of  Hazlehurst  and  Crystal 
Springs  are  now  making  preparations 
for  the  passage  of  this  ordinance. 

These  steps  are  taken  by  the  railroad 
company  in  an  effort  to  prevent  acci- 



dents  and  come  under  the  head  of  their 
Safety-First,  Stop,  Look  and  Listen 

There  is  no  doubt  about  the  value  of 
such  an  ordinance  in  the  matter  of  safe- 
ty, and  it  is  very  likely  that  the  City 
Council  will,  after  the  ordinance  has 
been  given  a  thorough  test,  be  commend- 
ed for  the  passage  of  the  same. — The 
Yazoo  Sentinel,  July  11,  1917. 





During  the  month  of  December,  1912, 
Mr.  D.  B.  Phillips,  a  carpenter  of  Gre- 
nada, Mississippi,  having  a  job  of  work 
to  perform  a  few  miles  north  of  town, 
decided  to  use  the  railroad  tracks  as  the 
best  and  shortest  route  between  the  two 
points.  Carrying  a  lot  of  tools  and  sup- 
plies, he  set  out  on  his  journey  perfectly 
oblivious  of  the  fact  that  the  track  upon 
which  he  was  walking  was  owned  by  the 
Railroad  Company,  and  maintained  sole- 
ly for  the  purpose  of  running  trains 

After  reaching  a  point  about  a  mile 
from  town,  Mr.  Phillips  entered  upon  a 
long  trestle  without  taking  the  precau- 
tion necessary  for  his  own  protection  by 
looking  both  ways  for  a  train.  He  had 
gotten  about  half  way  across  when  the 
engineer  of  a  train  following  blew  his 
whistle  and  rang  his  bell  as  a  warning, 
at  the  same  time  putting  on  brakes  as  a 
safety  measure.  The  train  was  yet  a 
long  distance  away,  and  going  slowly, 
but  when  Phillips  heard  the  whistle  he 
"joined  the  birds,"  to  use  a  slang  expres- 
sion. He  simply  jumped  off  into  space, 
landing  about  15  or  20  feet  below  in  soft 
earth«  The  train  which  had  by  this  time 
stopped  before  reaching  the  end  of  the 
trestle,  pulled  on  up  and  the  slightly 
injured  trespasser  was  taken  aboard 
and  carried  back  to  town  where  he  was 
given  careful  and  free  treatment  by  the 
railroad  surgeon  for  several  weeks,  or 
until  a  lawyer  joined  the  circle ;  then 
the  company  surgeon  was  dismissed. 
In  the  beginning,  the  claim  agent  pro- 
posed to  pay  Mr.  Phillips  an  amount  of 
money  sufficient  to  cover  any  loss 

of  time  and  expenses,  regardless  of  the 
facts  which  showed  clearly  that  the 
Railroad  Company  was  not  to  blame, 
but  Mr.  Phillips  was  skeptical.  He 
very  soon  entered  into  a  contract  with 
a  lawyer  and  suit  for  $10,000  was  filed. 
He  charged  all  sorts  of  wrongs  were 
perpetrated  upon  him;  also  that  he 
had  sustained  an  injury  to  his  back 
which  would  remain  with  him  the  bal- 
ance of  his  life.  It  was  necessary,  too, 
during  the  time  the  case  was  pending, 
for  him  to  use  crutches,  or  a  cane,  but 
when  the  jury  brought  in  a  verdict  for 
the  railroad  the  articles  used  for  as- 
sisting locomotion  were  consigned  to 
the  scrap  heap. 

Mr.  Phillips  had  to  "come  across" 
with  the  costs  of  trial  which  amounted 
to  something  in  the  neighborhood  of 
$200.  He  is  now  an  older,  but  wiser 
man.  But  the  funny  part  of  this  story, 
or  the  climax  to  the  whole  thing,  is 
shown  in  the  following  advertisement 
which  appeared  in  the  Grenada  Sentinel 
of  June  15  (1917)  issue: 

"D.  B.  Phillips,  bridge  contractor,  503 
Second  street,  Grenada,  says :  'I  had  a 
good  deal  of  trouble  with  my  back,  and 
if  I  sat  down,  I  couldn't  get  up  without 
support.  I  also  had  pains  in  my  left 
side.  Doctors  told  me  my  kidneys  caused 
the  suffering,  but  their  treatment  didn't 
give  me  relief.  *****  removed  the 
lameness  and  soreness  in  my  back  and 
over  my  kidneys,  and  the  pains  in  my 
side  went  away.  I  have  since  remained 
free  from  these  troubles.' " 


Nick  Photinos  and  his  partner  run  a 
bakery  in  South  Omaha.  On  January 
25,  1916,  his  partner  drove  their  deliv- 
ery wagon  helter  skelter  past  the  cross- 
ing flagman,  who  was  trying  to  stop  him, 
and  into  the  front,  end  of  the  morning 
passenger  train  as  it  was  crossing  Thir- 
teenth street.  The  horse  was  killed  and 
the  wagon  damaged. 

Under  the  circumstances  it  was  hardly 
to  be  expected  that  Nick  would  register 
any  complaint  with  the  railroad — but  he 
did.  It  was  explained  to  him  that  the 
accident  was  due  to  the  fault  of  the 



driver,  but  Nick  had  heard  of  folks  who 
had  maintained  big  damage  suits  against 
the  railroad,  and  he  wanted  one. 

Rather  than  incur  the  expense  neces- 
sary to  litigation,  an  offer  was  made  by 
the  railroad  to  pay  the  value  of  the 
horse  and  the  damage  to  the  wagon,  but 
*this  did  not  tempt  Nick  from  his  vision 
of  big  gain. 

On  the  recent  trial  of  the  suit  at 
Omaha,  the  driver  did  all  he  could  for 
his  partner  by  testifying  that  he  stopped, 
looked  and  listened  before  crossing  the 
track;  but  the  jury  evidently  thought 
differently,  and  Nick's  dream  of  gold 
faded  into  a  verdict  for  the  railroad. 


Superintendent  Dubbs,  of  the  Y.  & 
M.  V.  R.  R.,  calls  attention  to  the  fact 
that  for  the  past  several  months  the  com- 
pany has  experienced  a  good  deal  of 
trouble  at  Rolling  Fork  and  in  this  ter- 
ritory on  account  of  striking  stock  on  its 
waylands.  Owners  of  stock  should  co- 
operate in  every  way  possible  to  keep  the 
stock  off  the  waylands  as  their  presence 
there  constitutes  an  extra  hazard  to 
travel,  and  also  entails  a  large  expen- 
diture for  the  stock  which  is  struck. 
The  committee  on  national  defense,  as 
well  as  the  president,  have  called  at- 
tention to  the  necessity  of  conserving 
our  food  supply.  When  hogs,  cattle, 
etc.,  are  struck  by  trains  it  results  in  a 
total  loss  of  that  much  food.  Keep 
your  "thoroughbreds"  off  the  waylands. 
—Deer  Creek  Pilot,  July  13,  1917. 


The  following  telegram,  signed  by 
G.  B.  James,  and  dated  Louisville,  July 
13,  was  addressed  to  Superintendent  T. 
E.  Hill,  Roadmaster  P.  Glynn  and  Claim 
Agent  J.  K.  Johnson: 

"This  wire  from  Conductor  Arnult, 
Extra  1781  North,  today:  'Mule  colt  fol- 
lowed train  out  of  Central  City ;  last  time 
seen  was  two  miles  north  of  Central  City 
running  15  to  20  miles  per  hour.'  Super- 
visor Prtiitt  was  instructed  to  catch  him." 


The  Panama  limited  train  came  so 
near  running  over  a  man  Tuesday  morn- 
ing at  the  crossing  near  the  Presbyterian 
church  the  engineerman  seemed  to  al- 
most blow  the  whistle  off  the  iron  boss. 
The  man  was  walking  between  the 
tracks  and  trying  to  dodge  the  fast  train 
almost  stepped  in  front  of  a  fast  freight 
train  going  north  and  darted  back  across 
the  track  barely  missing  the  "Panama." 
People  should  never  walk  on  the  railroad 
tracks.  —  Wesson  (Miss.)  Enterprise, 
July  6,  1917. 


Suit  has  just  been  filed  in  the  Police 
Court  of  Corydon,  Ky.,  to  recover  $5.00 
damages  on  account  of  one  turkey  al- 
leged to  have  been  killed  June  1,  1916, 
and  $5.00  for  one  goat  alleged  to  have 
been  killed  March  25,  1917.  Both  of 
these  accidents  occurred  near  Cory- 
don, Ky.  All  of  the  locomotive  engi- 
neers running  through  Corydon  have 
been  interrogated  and  not  one  of  them 
has  any  record  or  recollection  of  having 
collided  either  with  a  turkey  or  with  a 
goat.  The  question  which  naturally 
arises  is,  what  kind  o'f  a  fence  would  a 
Railroad  Company  have  to  provide  in 
order  to  exclude  goats  and  turkeys  from 
its  tracks.  If  a  locomotive  engineer  saw 
a  turkey  on  the  track  ahead  of  him 
would  he  be  expected  to  stop  his  train? 


An  attempt  was  made  to  revive  the 
damage  suit  industry  at  the  June  term 
of  the  Lincoln  County  (Miss.)  Circuit 
Court.  There  was  a  heavy  docket,  and 
what  promised  to  be  a  rich  harvest  for 
the  damage  suit  lawyers  turned  out  to 
be  a  great  failure.  Lincoln  County, 
which  was  once  the  worst  place  in  Mis- 
sissippi to  try  cases  against  the  railroad, 
has  become  one  of  the  best  places.  The 
people  have  awakened  to  the  situation. 
The  following  is  quoted  from  the  Semi- 
Weekly  Leader  of  June  30  : 

"The  fact  stands  out  prominently  that 
every  plaintiff  that  tried  a  case  before 



a  jury  at  this  court  term  lost  his  case." 
A  great  many  of  the  cases  were  non- 
suited and  some  were  compromised  at 
reasonable  figures — figures  which  the  rail- 
roads involved  would  have  cheerfully 
paid  before  the  suits  were  instituted  if 
they  had  had  the  opportunity.  It  looks 
like  the  damage  suit  industry  corpse  in 
Lincoln  County  should  be  buried.  It  ap- 
pears to  be  too  dead  to  be  revived. 


In  1915,  Mrs.  L.  M.  Raines,  a  pas- 
senger on  train  No.  15,  Memphis  to 
Friars  Point,  Miss.,  December  30,  1914, 
brought  suit  in  the  Circuit  Court  of  Coa- 
homa  County  for  $1,500  on  account  of 
worry,  inconvenience,  fright,  etc. 

On  the  night  in  question  there  was  a 
freight  wreck  between  Coahoma  and  Lu- 
la,  which  made  it  necessary  to  detour 
train  No.  15  via  the  Lake  Cormorant 
District  and  Tutwiler  to  Clarksdale,  and, 
as  Lula — the  point  where  change  is  made 
for  Friars  Point,  plaintiff's  destination, 
and  other  places  on  the  Riverside  Dis- 
trict— was  between  the  place  of  the 
wreck  and  Clarksdale,  it  was  necessary 
to  carry  Riverside  District  passengers 
to  Clarksdale  and  have  them  remain 
there  for  the  night. 

Mrs.  Raines'  most  serious  complaint 
was  that  she  was  dumped  into  a  strange 
town,  among  strangers,  without  funds 
and  without  knowledge  of  the  location 
of  hotels,  etc.  Investigation  developed 
that  there  was  also  on  the  train,  as  a 
passenger,  a  young  man  who  worked  in 
the  same  store  with  Mrs.  Raines'  hus- 
band at  Friars  Point,  and  that  this  young 
man  took  her  to  the  home  of  one  of  her 
friends  at  Clarksdale,  where  she  spent 
the  night.  She  was  so  little  concerned 
about  the  delay  in  reaching  Friars  Point 
that  she  remained  in  Clarksdale  all  of 
the  following  day  and  night,  and  attended 
a  dance  there  the  second  night. 

The  case  was  tried  in  1915,  resulting 
in  a  jury  verdict  for  $750.  The  railroad 
asked  for  a  new  trial,  which  the  trial 
judge  granted  after  holding  the  matter 
under  advisement  for  several  months. 

The  second  trial  was  had  in  June, 
1917,  resulting  in  a  verdict  for  $12  dam- 
ages for  the  plaintiff. 

This  illustrates  how  eagerly  any  un- 
usual occurrence  in  connection  with  a 
railroad  trip  is  sometimes  seized  upon 
and  made  the  basis  for  a  damage  suit. 
In  truth,  this  lady  was  probably  very 
glad  of  the  opportunity  to  visit  Clarks- 
dale and  her  friends  there,  and  to  enjoy 
the  dance  the  following  night.  Of  course, 
if  the  occasion  could  be  made  to  yield  a 
few  hundred  dollars  damages,  so  much 
the  better.  She  is  so  disappointed  over 
the  result  that  it  is  understood  an  ap- 
peal will  be  taken  to  the  Supreme  Court. 

The  judge  who  tried  the  case  stated 
from  the  bench  that  -he  did  not  think 
she  sustained  any  damage  whatever,  but 
as  the  railroad  had  contracted  to  carry 
her  to  Friars  Point  and  did  not  do  so. 
he  would  give  an  instruction  for  nominal 

The  tax  payers  of  Coahoma  County 
have  had  to  stand  the  expense  of  two 
trials  of  this  complaint,  and  presumably 
the  Supreme  Court  will  have  to  devote 
sufficient  time  to  read  the  evidence  and 
briefs  and  hear  the  arguments. 


(From  the  Greenwood  (Miss.}   Com- 
monwealth, August  i,  1917}. 

Memphis,  July  13,  1917. 
Editor  The  Commonwealth, 

Greenwood,  Miss. 
Dear  Sir: 

My  attention  has  been  called  to  an 
item  appearing  in  your  issue  of  May  26, 
headed  "Negro  Killed  in  Cold  Blood," 
which  item  further  statejs  that  Allen 
Brackett  had  been  placed  in  jail  for  mur- 
der of  Joe  Poe,  whose  body  with  a 
crushed  skull  was  found  on  the  Y.  &  M. 
V.  Railroad  track  at  Rising  Sun  on  the 
morning  of  May  25. 

It  appears  that  upon  investigation  a 
clue  was  found  which  led  to  the  arrest 
of  Allen  Brackett  and  his  confession 
that  he  and  Poe's  wife  committed  the 
murder  and  placed  the  body  on  the  rail- 
road track.  This  discovery  has  probably 



saved  the  Yazoo  &  Mississippi  Valley 
Railroad  Company  a  tidy  sum  of  money. 
Some  years  ago  the  Mississippi  legisla- 
ture enacted  Section  1985  reading,  "In 
all  actions  against  railroad  companies, 
for  damage  done  to  persons  or  proper- 
ty, proof  of  injury  inflicted  by  the  run- 
ning of  locomotives  or  cars  of  said  com- 
pany shall  be  prima  facie  evidence  of 
the  want  of  reasonable  skill  and  care  on 
the  part  of  the  servants  of  the  company 
in  reference  to  such  injury.  This  sec- 
tion shall  also  apply  to  passengers  and 
employes  of  railroad  companies." 

Had  a  suit  been  filed  for  the  death  of 
Joe  Poe,  all  that  the  plaintiff  would  have 
had  to  have  shown  was  that  he  was 
found  on  the  railroad  tracks  and  had  in- 
juries such  as  would  probably  haVe  been 
inflicted  by  being  struck,  or  run  over,  by 
a  train,  and  this,  under  the  above  sec-  . 
tion,  would  have  been  "Prima  facie  evi- 
dence of  the  want  of  reasonable  skill 
and  care  on  the  part  of  the  servants  of 
the  company,"  and  unless  the  railroad 
could  have  shown,  by  eye  witnesses,  just 
how  he  met  his  death,  a  judgment  would 
no  doubt  have  been  rendered  against  it, 
as  has  been  done  in  numerous  cases. 
During  the  past  year  the  railroad  had  to 
nay  a  $15,000  verdict  affirmed  by  the 
Supreme  Court,  where  a  white  man  was 
found  dead  on  the  track  on  my  division, 
and  it  was  impossible  to  show  how  the 
accident  occurred,  but  it  was  shown  that 
he  was  last  seen  the  evening  before  in 
a  very  intoxicated  condition  walking 
along  the  railroad  track.  He  might  have 
been  lying  on  the  track  in  such  a  posi- 
tion that  the  engineer  could  not  have 
seen  him.  Besides,  the  law  does  not  re- 
quire that  the  engineer  maintain  a  con- 
stant lookout,  and  his  duties  are  such 
that  he  cannot  do  so.  He  might  momen- 
tarily have  been  doing  something  else 
about  the  engine ;  or  this  man  might 
have  attempted  to  catch  on  to  a  car  of 
a  passing  train  and  been  thrown.  Still, 
while  these  were  probably  the  facts,  as 
of  course  no  one  believes  that  an  engi- 
neer would  wilfully  run  over  a  human 
being,  the  company  had  to  pay  $15,000 

because  it  could  not  prove  by  eye  wit- 
nesses just  how  this  intoxicated  person, 
at  a  place  where  he  had  no  right  to  'be, 
met  his  death. 

It  is  certainly  well  known  that  great 
numbers  of  trespassers  are  constantly 
beating  their  way  over  the  country  on 
railroad  trains  and  a  great  many  of  them 
are  killed  by  falling  off  such  trains 
under  circumstances  which  preclude  the 
possibility  of  any  member  of  the  train 
crew  knowing  anything  about  it. 

Is  it  reasonable  or  just  to  give  advan- 
tage by  law  to  the  families  of  such  per- 
sons who  themselves  were  violating  the 
law  in  stealing  rides  on  trains,  or  in 
trespassing  on  the  track  at  the  time 
they  met  their  death  ?  Ought  not  the  bur- 
den at  least  rest  upon  their  representa- 
tives to  show  how  the  accident  occurred 
and  that  it  was  through  the  want  of 
skill  and  care  on  the  part  of  the  em- 
ployes of  the  railroad,  rather  than  con- 
clude that  this  was  the  case  because  the 
facts  are  not  known  ?  ? 

It  would  be  just  as  fair,  where  a  ne- 
gro was  found  dead  some  morning  on  a 
plantation,  to  hold  the  owner  responsi- 
ble because  he  was  unable  to  show  just 
how  the  death  occurred.  What  would 
the  people  of  the  State  say  about  a  stat- 
ute that  affected  its  planters  in  that 
way?  If  unfair  to  them,  is  it  not  unfair 
to  the  railroads? 

I  have  often  heard  attorneys  who 
specialize  in  damage  suits  against  rail- 
roads say  that  they  thought  this  a  very 
unjust  statute,  and  that  it  ought  to  be 
repealed.  I  do  not  believe  there  is  any 
fair-minded  man  who  would  seriously 
undertake  to  defend  it.  If  this  is  true, 
why  was  it  enacted,  and  why  is  it  per- 
mitted to  remain  a  law  and  the  weapon 
by  which  the  railroads  of  the  State  are 
compelled  to  pay  out  many  thousands 
of  dollars  annually,  which  could  certain- 
ly be  expended  in  other  directions  much 
more  to  the  benefit  of  their  patrons? 
Yours  truly, 

J.  J.  PELLEY, 





Present : 

Mr.  G.  E.  Patterson,  Superintendent. 
Mr.  H.  P.  Campbell,  Train  Master. 
Mr.  J.  L.  Beven,  Train  Master. 
Mr.  T.  Quigley,  Road  Master. 

Mr.  C.  M.  Starks,  Master  Mechanic. 
Mr.  J.  D.  Harrell,  Traveling  Engineer. 
Mr.  J.  M.  Hoskins,  Traveling  Engineer. 
Mr.  J.  E.  Schneider,  Chief  Dispatcher. 
Mr.  L.  L.  King,  Division  Storekeeper. 
Mr.  H.  G.  Mackey,  Division  Claim  Agent. 
Mr.  J.  J.  Carruth,  Division  Claim  Clerk. 
Mr.  J.  L.  Morgan,  Agent,  Jackson,  Miss. 

Mr.  Wm.   McCubbin,   Chief  Clerk,  Secy. 

The  meeting  was  called  to  order  by  Superintendent  Patterson  at  9 :30 
a.  m.  Reports  from  the  General  Manager  in  reference  to  have  increase  in 
claims  on  account  of  personal  injuries,  also  report  for  month  of  May  from 
General  Chairman  of  Safety  Committee  covering  personal  injuries,  were 
fully  discussed  and  a  general  discussion  of  local  conditions  followed. 

Personal  Injuries. 

It  was  recommended  that,  at  each  freight  house,  a  chairman  and  special 
committee  be  appointed  to  investigate  and  render  full  report  to  the  Agent 
of  all  personal  injury  accidents.  This  committee  to  be  instructed  that,  ns 
soon  as  a  personal  injury  accident  occurs,  they  should  immediately  secure 
the  facts  and  render  report  to  agent  or  head  of  department.  A  similar  system 
is  in  effect  at  all  shops  and  roundhouses  on  this  Division  and  it  is  thought 
that  extending  it  to  important  agencies  will  be  of  valuable  assistance  in 
determining  the  facts  and  applying  preventive  measures. 

Supervision  and  Observation. 

Those  present  were  fully  impressed  with  the  importance  of  what  strict 
supervision,  observation  and  co-operation  means,  and  what  good  results  can 
be  obtained  when  the  entire  staff  on  a  division  works  together  in  that 

Wires  on  Flat  Cars. 

Attention  was  directed  to  flat  cars,  moving  over  the  road  with  wires  at- 
tached to  sides  of  cars,  lying  on  the  top  of  cars  or  hanging  over  sides 



creating  hazard  of  accident.  We  are  refusing  to  accept  cars,  in  such  condi- 
tion, from  our  connections  and  are  having  agents  call  on  our  patrons  who 
unload  cars,  and  have  them  promise  to  remove  all  wires  at  the  time  cars 
are  unloaded.  Agents  at  all  points  have  been  instructed  not  to  offer  cars 
for  movement  until  such  wires  have  been  removed. 

Motor  Cars. 

We  feel  that  some  standard  type  of  motor  car  frame  and  seat  arrangement 
should  be  adopted.  We  recommend  that  seats  be  so  placed  over  wheels  that 
the  men  will  ride  with  their  feet  out  beyond  rail  which  gives  them  a  better 
chance  to  get  off  in  emergency. 

Road  Crossings. 

At  some  points  it  is  a  practice  for  the  crossing  flagman  to  leave  crossing 
unprotected  during  the  noon  hour,  in  order  to  go  to  his  meals.  This  practice 
should  be  strictly  prohibited. 

Station  Platforms. 

Some  standard  should  be  adopted  for  station  platform,  especially  those 
built  between  tracks,  which  are  usually  partly  planked  and  the  balance  made 
of  gravel.  We  feel  that  some  standard  should  be  adopted  so  that  when  such 
platforms  are  rebuilt  they  will  be  made  standard. 

Speed  Restrictions. 

Some  restrictions  should  be  placed  on  speed  of  motor  cars;  also,  motor 
cars  should  be  provided  with  a  whistle  or  a  hand  horn  to  give  warning 
signals  approaching  crossings,  etc. 

Physical  Examination  Road  Department  Employes. 

While  no  specific  cases  were  mentioned,  attention  was  directed  to  possible 
laxity  in  the  physical  examination  of  men  employed  for  service,  other  than 
that  connected  with  the  movement  of  trains.  The  protection,  which  the 
examination  of  applicants  insures  the  Company,  will  be  lost  if  such  ex- 
amination is  not  a  thorough  one.  The  question  comes  up  in  connection 
with  present  labor  situation.  There  is  not  now  a  choice  of  labor;  therefore, 
more  than  ordinary  precaution  should  be  taken  to  prevent  physically  unlit 
applicants  getting  into  the  service. 

Blue  Flags. 

While  we  have  not  had  any  accidents  on  this  division  recently  on  account 
of  car  men  not  properly  protecting  themselves  with  blue  flags  when  working 
under  cars,  every  one  present  was  cautioned  to  see  that  this  rule  is  complied 
with  in  all  cases  and  to  impress  the  importance  of  the  matter  continually  on 

It  was  also  recommended  that  in  outside  yards  blue  metal  flags  be  used 
instead  of  cloth  as  cloth  flags  usually  hang  down  against  the  staff  and  cannot 
always  be  readily  observed.  It  was  the  consensus  of  opinion  that  the 
patented  metal  flag  with  rail  attachment  and  lock  clasps  is  a  good  thing. 


Freight  Claims 

By  B.  D.  Bristol,  Freight  Claim  Agent 

Literally  speaking,  the  Freight 
Claim  Agent  is  responsible  for  the 
prompt  and  proper  payment  of  every 
freight  claim  that  should  be  paid  and 
for  the  proper  disposal  of  all  others, 
yet  there  are  a  great  many  other  per- 
sons indirectly  responsible  in  deter- 
mining what  action  may  be  deemed 
proper.  Close  supervision  will  go  a 
long  way  toward  claim  prevention,  but 
once  a  claim  has  been  bred,  nothing 
but  facts  can  be  reckoned  with.  The 
burden  of  proof  is  upon  the  carrier  to 
free  itself  from  negligence,  and  un- 
less the  facts  with  which  to  do  this 
are  forthcoming  the  company's  inter- 
ests cannot  be  successfully  defended. 

We  have  issued  what  is  known  as 
Freight  Claim  Agent's  Circular  J-34, 
which,  when  carefully  observed,  ren- 
ders a  vast  service.  This  circular  re- 
quires the  agent  to  verify  all  bills  and 
invoices,  and  to  furnish  along  with 
Form  292  any  and  all  other  available 
data  that  will  in  any  way  aid  in  ar- 
riving at  a  proper  solution  of  the  prob- 
lem at  issue,  and  yet  there  are  claims 
reaching  this  department  every  day, 
over  the  agent's  signature,  without  one 
word  as  to  the  merits  or  demerits  of 
the  case.  Every  freight  claim  should 
have  the  close  scrutiny  of  the  agent 
before  it  leaves  the  local  office ;  it  is 
a  part  of  the  agent's  work  that  can- 
not be  neglected  without  risk.  The 
same  is  as  equally  true  of  claim  cor- 
respondence. One  of  the  very  impor- 
tant duties  of  a  local  agent  is  giving 
careful  and  conscientious  attention  to 
all  matters  appertaining  to  freight 

Sometimes  an  agent  is  dilatory  and 
seems  not  to  realize  the  responsibility 

in  him  vested.  A  freight  claim  which 
he  knows  to  be  excessive  will  be  re- 
ceived and  forwarded  to  this  depart- 
ment with  Form  292  and  all  the  nec- 
essary documents  to  support  it,  but 
without  a  word  of  comment,  leaving 
the  adjustment  entirely  with  the 
Freight  Claim  Agent.  The  Investiga- 
tor to  whom  the  claim  is  assigned  re- 
calls just  such  another  circumstance 
and  after  a  great  deal  of  corres- 
pondence, without  satisfactory  results, 
a  Traveling  Claim  Agent  is  sent  out  on 
the  case  and  the  claim  is  amended,  with- 
drawn or  declined,  and  incidentally  it 
is  learned  that  the  agent  was  familiar 
with  all  the  facts  and  circumstances  in 
the  first  place,  but  involuntarily  withheld 

No  one  not  familiar  with  General 
Office  routine,  can  conceive  of  the  enor- 
mous amount  of  mail  matter  that  comes 
into  and  goes  out  of  the  Freight  Claim 
Office  every  day.  No  less  than  13,000 
communications  are  received  in  this  of- 
fice every  week  and  there  are  a  great 
many  more  sent  out.  A  substantial 
saving  in  the  time  taken  to  adjust  claims 
and  the  expenses  attending  the  investi- 
gation can  lie  made  by  minimizing  on 
correspondence  and  preventing  dupli- 
cates through  tracing  for  replies,  etc.  Es- 
pecial care  should  be  exercised  to  see 
that  all  papers  are  securely  attached  and 
that  correct  claim  n  Ambers  and  file  ref- 
erences are  shown  upon  all  communica- 
tions, that  they  may  be  passed  to  the 
proper  person  with  the  least  possible 
confusion.  Unless  these  matters  are 
handled  with  efficiency  and  dispatch 
there  can  be  but  one  result — things  will 
not  move  along  as  they  should,  files  will 
become  burdened  and  claimants  dissat- 



istied.  Such  conditions  breed  criticism 
and  help  to  pave  the.  way  for  adverse 
railroad  legislation. 

Too  many  are  content  to  reply  to  im- 
portant communications  in  part  and  by 
pencil  notations,  or  by  answering  direct 
questions  only,  often  withholding  im- 
portant facts  because  in  some  instances 
the  Investigator,  in  attempting  to  be 
brief,  has  failed  to  bring  them  out  prom- 
inently with  his  queries.  This  is  not  as 
it  should  be ;  we  are  all  serving  the  same 
company  and  for  the  same  purpose, 
whether  in  one  department  or  another, 
and  it  is  our  duty  to  guard  the  company's 
interests  as  we  would  our  own.  If  any 
one  withholds  from  the  Freight  Claim 
Agent  facts  which,  if  supplied,  would 
enable  him  to  successfully  decline  a 
claim,  or  have  reduced  a  claim  that 
should  not  be  paid  in  full,  or  make 
prompt  settlement,  he  is  surely  guilty  of 
negligence ;  the  fact  that  he  may  not 
have  been  asked  the  leading  question 
that  might  have  brought  out  the  addi- 
tional data,  should  not  exempt  him. 

In  a  number  of  states  in  which  this 
company  operates  there  are  laws  which 
allo\v  only  sixty  days  in  which  to  adjust 
claims  on  intrastate  shipments  and  each 
failure  to  conform  to  the  law  lays  us  li- 
able to  a  penalty  of  $25.00.  Super- 
intendents should  see  to  it  that  all  uncter 
their  jurisdiction  understand  these  laws 
and  that  they  are  reminded  of  them 
from  time  to  time,  or  as  often  as  the 
occasion  may  require. 

Failure  to  furnish  all  the  facts  or  to 
reply  to  important  communications 
promptly  often  involves  the  company  in 
lawsuits,  necessitating  the  transporting 
of  employes,  as  witnesses,  from  one  sec- 

tion of  the  road  to  another,  at  times  im- 
pairing the  service  by  taking  men  of 
heavy  responsibilities  away  from  their 
work  when  their  services  are  most  need- 
ed, possibly  for  several  days  at  a  time, 
as  in  the  case  of  court  delays  or  by  the 
postponement  of  the  case  from  one  term 
of  court  to  another.  Even  if  the  case 
is  followed  to  a  successful  conclusion 
and  judgment  finally  rendered  in  favor 
of  the  company,  lawsuits  are  a  burden 
and  should  be  guarded  against.  In  some 
instances  they  are  looked  upon  as  a  mat- 
ter of  necessity,  but  with  a  full  and  con- 
cise statement  of  all  the  facts  at  the  out- 
set, many  suits  could  be  averted.  There 
is  no  one  thing  that  tends  to  bring  on 
lawsuits  more  than  the  withholding  or 
suppression  of  facts;  it  is  just  as  im- 
portant that  we  know  what  the  plaintiff 
will  be  able  to  prove  as  if  is  to  know  our 
own  side  of  the  argument. 

The  Freight  Claim  Account  is  a  large 
one  and  one  which  it  would  please  the 
company  to  abolish  entirely,  and  while 
this  may  be  beyond  hope  of  realization, 
it  is  conceded  by  all  alike  that  it  can  be 
reduced  in  more  ways  than  one.  Space 
will  not  permit  of  details,  but  suffice  it 
to  say  that  anything  done  along  the  line 
of  prevention  will  materially  assist  in 
reducing  the  Freight  Claim  Account, 
and  to  this  end  the  co-operation  of  every 
one  is  solicited,  that  all  may  be  brought 
to  realize  the  importance  of  these  mat- 
ters and  that  we  may  be  assured  that  a 
few  words  addressed  to  the  proper  one 
will  bring  out  all  the  available  facts  and 
circumstances  at  the  earliest  possible  mo- 
ment, to  be  used  profitably  in  preventing 
similar  cases  and  to  enable  speedy  and 
satisfactory  disposition  of  the  case  at 


Psychological  Influence 

By  P.  E.  Odell 

The  one  great  question  that  has  a 
vital  bearing  on  railway  transportation 
today  is  "How  can  we  best  handle  our 
Employes  to  secure  the  maximum  of 
Efficiency  ?" 

Men  will  not  work  for  money;  they 
merely  go  through  motions,  but  they  will 
work  for  men  and  it  seems  to  me  that 
some  railway  officials  have  overlooked 
the  value  of  a  study  of  psychology  in  its 
bearings  upon  railway  service. 

The  result  to  be  attained  is  simply  one 
of  charging  a  mental  attitude  from  one 
of  latent  antagonism  to  a  sympathetic 
one,  a  sort  of  demonstration  that  the 
managerial  attitude  is  not  wholly  selfish 
but  rather  co-operative  towards  em- 
ployes, and  may  be  concretely  expressed 
as  "The  Management  desires  to  co-oper- 
ate with  you,  its  Employes,  for  mutual 
good — whatever  effort  you  may  put 
forth  for  the  benefit  of  the  service  we 
are  glad  to  recognize  and  to  meet  you 
half  way  in  making  that  effort  perma- 
nently successful." 

The  present  epoch  is  one  of  those  criti- 
cal moments  in  which  the  thought  of 
mankind  is  undergoing  a  process  of 
transformation  and  it  is  already  clear 
that  on  whatever  lines  the  future  is  or- 
ganized we  will  have  to  count  with  a 
new  power,  with  the  last  surviving  power 
of  modern  times,  the  power  of  the 

Professional  students  of  psychology 
have  lived  apart  from  the  masses ;  have 
always  ignored  them ;  have  always  asso- 
ciated crowds  with  crimes,  but  there  are 
heroic  virtuous  crowds  and  to  lead  them 

one  must  be  possessed  of  an  instructive 
knowledge  of  their  character. 

The  history  of  the  Illinois  Central 
changed  over  night  not  many  years  ago 
and  I  firmly  believe  that  psychology 
played  a  strong  part  in  the  reform  that 
took  place  at  that  time,  system  concerted 
action  and  co-operation  supplanted  chaos 
because  the  chiefs  were  men  who  knew 
What  and  When. 

Personality  is,  of  course,  an  essen- 
tial qualification  of  the  official  who  comes 
in  personal  contact  with  employes.  Great 
power  is  given  by  affirmation,  repetition 
and  contagion,  by  the  circumstances  that 
they  acquire  in  time  that  mysterious 
force  known  as  prestige — whatever  has 
been  a  ruling  power  in  the  world,  has 
in  the  main  enforced  its  authority  by 
means  of  that  irresistible  force  expressed 
by  the  word  prestige,  and  it  is  the  main- 
spring of  all  authority.  There  are  two 
kinds,  acquired  or  artificial  (which  is 
the  most  common),  and  personal  pres- 
tige— the  latter  is  a  faculty  independent 
of  all  authority  and  the  possessor  is 
enabled  to  exercise  a  magnetic  fascina- 
tion on  those  around  him.  He  forces 
the  acceptance  of  his  ideas  and  senti- 
ments and  is  obeyed. 

I  firmly  believe  that  Psychological  In- 
fluence plays  a  strong  part  in  the  solu- 
tion of  our  problems — co-operation  and 
faith  in  the  work  will  take  the  place  of 
antagonism  and  as  the  palms  of  the 
masses  have  been  crossed  with  gold, 
Dame  Fortune  decrees :  That  "there 
aint  goin'  to  be  no  such  animal"  as  the 
Iron  Hand  on  either  arm  of  the  indus- 
trial world. 

Little  Talks  with 

''Service  Noies 
Tof  Inieiesf. 

Book  Shop  Philosophy 

""THE  Rambler  had  been  away  on  an 
•*•  extended  trip  East,  so  that  I  had  not 
seen  him  for  two  weeks  or  more,  hence  I 
was  so  glad  on  his  return  to  see  him  pass 
my  door  with  grips  in  hand,  that  I  fol- 
lowed him  into  his  office  to  welcome  him 
back,  and  in  a  general  way  to  learn  how 
things  were  with  him.  As  I  stood  at 
his  desk,  not  intending  to  remain  long 
enough  to  sit  down,  Snap  Shot  Bill  came 
rushing  in  with  a  letter  in  his  hand, 
which  he  gave  the  Rambler,  apologizing 
as  he  did  so  for  breaking  in  before,  as 
he  expressed  it,  the  Rambler  got  his 
breath,  but  excusing  himself  for  so  do- 
ing on  the  grounds  that  the  letter  called 
for  immediate  action,  as  otherwise  the 
granting  of  the  request  made  therein,  if 
granted  at  all,  would  have  to  be  post- 
poned for  a  month.  The  Rambler 
glanced  through  the  letter  hurriedly, 
smiling  as  he  did  so  at  what  proved  to 
be  its  uniqueness,  and  then  tossed  it  over 
for  me  to  read,  saying  to  Bill  as  he  did 
so,  "I  fail  to  see  why  this  is  not  a  matter 
that  you  could  have  attended  to  your- 
self without  referring  it  to  me.  You 
know,"  he  added  pleasantly,  "that  he 

who  is  afraid  to-  assume  responsibility  in 
the  railroad  business  gets  along  but 
slowly,  to  say  the  least."  "Well,"  said 
Bill  respectfully,  but  not  at  all  abashed, 
"I  was  going  to  answer  it  in  the  nega- 
tive, but  I  thought  perhaps  you  would 
like  to  know  what  'Zip'  says  as  to  the 

prospects  of  increased  business  at 

Station."  "Prospects  and  realization  are 
two  different  things,  you  know,  Bill," 
replied  the  Rambler  good  naturedly, 
"and  I  have  a  way  of  knowing  when 
prospects  materialize  into  reality.  So  I 
guess  that  letter  could  have  waited;  but 
tell  me,"  he  continued  with  a  half  quiz- 
zical look  at  Bill,  "why  if  you  had  not 
brought  that  letter  to  me  would  you  have 
settled  the  request  it  makes  in  the  nega- 

The  relations  between  the  Rambler 
and  Snap  Shot  Bill,  while  at  times  strict- 
ly formal,  were  also  in  a  measure  those 
of  personal  friendliness,  and  I  could 
see  that  the  Rambler,  while  apparently 
questioning  Bill  in  what  might  be  called 
an  official  way,  was  primarily  in  the 
mood  ^of  giving  him  a  little  friendly 




"Because,"   replied   Bill   in  answer  to 
the  Rambler's  question,  "to  show  - 
Station  in  the  Official  Guide  as  is  asked 
is   not   in   line   with   the   general   policy 
adopted   in   the   selection  of  the  limited 
number  of   stations  that  we   can   show 
in   that    publication."      "That's    what    I 
thought,"  was  the  answer,  ''and  theoreti- 
cally you  are  correct.     But  don't  forget, 
Bill,     that     sometimes     occasions     arise 
where   to   be   bound   by   hard   and    fast 
theory  is  worse  than  a  little  yielding.  In 
other  words,   in  addition  to  being  una- 
fraid of  taking  responsibility,   don't  be 
afraid  to  change  custom  or  policy  when 
by   such   change   more   is   to   be   accom- 
plished in  the  long  run  than  by  adhering 
to  some  little  pet  hobby  which  may  have 
been  the  very  best  thing  at  the  time  it 
was  adopted,  but  which  does  not  neces- 
sarily always  remain  so.    Lef  s  take  this 
case  of.  'Zip's'  request.     He  asks  that  a 
station  be  added  to  a  list  in  the  Official 
Guide,    which  station,   at   the   time   the 
list  was  made,  as  it  now  reads,  was  not 
of  sufficient  importance  to  be  included 
in  view  of  the  fact  that  a  limited  selec- 
tion had  to  be  made  for  want  of  space. 
It  now  seems,  however,  that  'Zip/  who 
is  on  the  ground  and  ought  to  know  even 
better  than  we  can  at  this  stage,  thinks 
it  should  be  shown  and  gives  his  reasons 
therefor.     However,  we  can't  add  it  for 
want  of  space  unless  we  eliminate  some- 
thing that  we  already  carry.     But  per- 
haps, Bill,  if  you  look  carefully  into  the 
matter  you  may  find  that  some  station 
now  in  the  table  involved  has  become 
less  important  than  it  seemed  to  be  at 
the  time  it  was  listed;  or  that  in  view 
of  what  'Zip'  tells  in  his  quaint  way,  his 
station  may  now  be,  or  is  about  to  be- 
come, of  more  consequence  than  some 
other  that  we  carry  ever  was.    Check  up 
and  see  if  you  cannot  find  some  station 
already  in  the  list  that,  based  on  popula- 
tion, whether  it  is  a  telegraph  station  or 
on  the  number  of  trains  that  stop  there 
per  day,  can  be  cut  out  without  being 
missed.     If  so.  then  cut  it  out  and  let 
in  the  one  'Zip'  asks  to  be  shown.     But 
I  still  think  you  should  have  thought  of 
all  this  yourself,"  he  concluded  kindly, 
as  he  thus  practically  dismissed  Bill. 

The  letter  was  from  one  of  our  outside 
representatives  who  rejoiced,  for  cause 
entirely  unknown,  in  the  nickname  of 
"Zip,"  and  who  in  writing  letters  to 
small  fry  like  Snap  Shot  Bill,  between 
himself  and  whom  there  was  some  per- 
sonal friendship,  delighted  in  indulging 
in  unique  phraseology  and  spelling;  and 
to  which  letters  the  signing  of  his  nick- 
name thereto  was  also  a  delight.  His 
letter  follows,  in  which  connection  it  is 
needless  to  say  that  "Zip"  took  liberties 
with  the  name  of  the  town  from  which 
he  wrote,  and  that  his  superscription 
was  intended  for  Snap  Shot  Bill  and  not 
for  any  of  his  superior  officers: 

Boozeburgh,  Julia  —  191.7. 
Dear,  jolly  ole  Sir: 

While  in  -          -  t'other  day,   I   was 
asked  by  a  ticket  agent  "where  - 
was  located." 

I  gave  him  the  desired  inflamation. 
He  told  me  that  it  did  not  show  in  the 
Official  Guide;  upon  investigation  I 
found  that  he  was  kee-reck.  For  your 
information  will  state  that  —  -  is 
now  taking  on  some  importance.  As 
how?  Well,  the  furnace  at  that  point  is 
being  gotten  into  shape  and  they  expect 
to  "blow  in"  very  soon,  and  likely  there 

will  be  quite  a  lot  of  travel  to on 

that  account,  and  it  occurred  to  me  that 
it  might  be  a  good  thing  to  show  the  sta- 
tion in  the  Guide  and  in  the  schedules, 
if  it  may  be  done  without  too  much 
troub.  Of  course  I  understand  that 
there  are  many  small  stations  that  are 
not  included  in  the  lists  in  the  Official, 
and  also  the  reasons  for  not  showing 
them.  With  our  limited  supply  of  fold- 
ers we  cannot  always  keep  all  of  the 
agencies  supplied,  but  we  endeavor  to 
keep  the  important  ones  supplied  and 
we  do  not  think  it  necessary  to  increase 
the  expenditure  for  folders  to  cover  our 
field.  All  of  which  I  am  handlin'  to 
yuh,  yourselluf. 

With  the  very  kindest  regards  an' 
many  of  them, 

Yours  Sincerely, 


"Don't  go  yet,"  said  the  Rambler  to 
me,  as  I  started  to  follow  Bill  after  hav- 
ing finished  reading,  "I  am  not  going  to 



tackle  this  mail  until  after  lunch;  and 
listen  now,  while  I  think  of  it.  I  saw 
Tyro  on  the  way  over  from  the  station, 
and  he  wanted  me  to  be  sure  and  tell 
you  to  take  a  bite  with  him  this  evening. 
I  told  him  I  would  have  you  telephone. 
Lucky  you  came  in,  so  that  I  was  re- 
minded of  his  message." 

"I'll  do  it  now,"  was  my  response,  and 
picking  up  the  telephone  from  the  Ram- 
bler's desk  I  arranged  on  the  spot  with 
Tyro  for  the  meeting  he  desired.  "By 
the  way,"  I  said,  as  I  hung  up,  "where 
did  you  happen  to  run  across  Tyro  at 
this  time  of  the  day?  It's  generally  his 
sleeping  time,  I  believe." 

"Oh,"  was  the  laughing  response,  "you 
know  he  is  an  old  book  collector,  and 
I  don't  think  he  ever  sleeps  when  it 
occurs  to  him  to  chase  down  some  vol- 
ume that  he  thinks  he  wants.  At  any 
rate,  such  was  undoubtedly  the  cause  of 
my  unexpectedly  running  into  him  this 
morning  on  my  way  from  the  train.  You 
see,  I  had  been  away  some  time  and  had 
come  to  the  point  where  I  didn't  want  to 
swell  my  already  considerable  expense 
account  by  coming  over  from  the  sta- 
•tion  in  a  taxi.  Hence  I  walked.  But  as 
it  is  so  confoundedly  hot  this  morning, 
I  took  my  time  about  it,  and  in  doing  so 
tried  to  forget  the  sweltering  tempera- 
ture by  taking  in  all  the  sights  that  were 
of  interest  in  passing.  So,  when  going 
by  the  old  second-hand  book  shop  on 
the  cross  street,  on  glancing  in  at  the 
door  who  should  I  see  but  Tyro  standing 
on  a  low  step  ladder  and  just  reaching 
out  to  pull  a  book  from  the  well-filled 
shelves.  I  stepped  in  and  hailed  him, 
and  as  there  was  no  one  else  in  the  shop 
and  he  seemed  very  much  at  home  there, 
we  had  quite  a  little  chat  together;  for, 
to  tell  you  the  truth,  the  coolness  of  that 
somwhat  dim  shop  was  a  relief  from  the 
hot  pavements  under  foot  and  the  burn- 
ing sun  overhead,  and  I  felt  that  I  was 
entitled  to  a  little  rest  by  the  way.  I 
naturally  asked  Tyro  what  forgotten 
gem  in  the  book  line  he  was  looking 
for,  and  he  laughingly  replied  that  as  I 
would  never  guess  he  might  as  well  tell 
me  at  once  that  it  was  an  old  school 
reading  book  that  he  wanted,  and  he 

wanted  it  mighty  bad.  'I  doubt,  how- 
ever,' he  said  rather  despondently, 
'whether  I'll  find  it  here,  as  it  was  never 
common  to  this  section  of  the  country, 
and  my  only  hope  is  that  it 'drifted  out 
here  at  some  time  in  the  past  from  the 
East,  where  it  was  the  universal  school 
reading  book  of  my  father's  time.  I 
never  used  it  in  my  school  days,  it  hav- 
ing been  superseded  by  something 
thought  at  the  time  to  be  more  modern; 
but  there  was  a  copy  of  it  drifting  about 
the  old  home  in  my  youth,  and  there 
were  three  pieces  of  poetry  in  it  that  at 
one  time  I  knew  by  heart.  I  have  often 
wondered  what  became  of  that  book 
when  the  old  home  was  broken  up,  but 
certain  it  is  that  it  is  gone  as  far  as  I 
am  concerned  and  has  been  gone  for 
years.  With  it,  too,  went  the  memory 
of  how  those  three  poems  went,  but  a 
short  time  since  the  sum  and  substance 
of  them  returned  to  mind  and  has  been 
haunting  me  ever  since.  One  of  them 
in  particular  I  could  use  in  an  illustra- 
tive way  in  my  business.  The  story  an- 
other tells  is  too  well  known  and  too 
often  referred  to  to  make  it  very  vital 
to  my  happiness;  but  still  I  would  like 
to  read  it  again  in  the  way  it  was  origin- 
ally put.  The  third,  however,  I  am  hun- 
gry for  on  account  of  its  jingle.  It  was 
called,  I  think,  The  Wind  on  a  Frolic, 
and  began  something  in  this  way : 

The  wind  one  morning  sprang  up  from 

Saying,  now  for  a  frolic,  now  for  a 


Now  for  a  madcap,  galloping  chase  ; 
I'll  make  a  commotion  in  every  place. 

"  'Then  it  went  on  to  tell  of  the  mis- 
chief that  the  wind  did  during  the  day, 
tearing  down  signs  and  overturning  old 
women's  gingerbread  stalls  as  it  swept 
through  a  town,  whirling  the  country  lad 
about  and  leaving  him  standing  in  a 
puddle  in  the  lane,  and  so  on  through 
various  sections  of  the  country  out  to  the 
sea,  where  it  periled  the  mariner's  bark, 
until,  the  day  being  done  and  the  wind 
tired  out,  the  latter  went  to  sleep  on  a 
lonely  rock  projecting  out  from  the 
ocean.  There  was  a  jingle  about  that 
rhyme  that  haunts  me  yet,'  continued 


Tyro,  'and  I  would  give  at  least  six  bits 
to  just  lay  my  hands  on  that  wind  poem 
once  more.    The  one  referred  to  as  be- 
ing well  known  illustrated  the  advisabil- 
ity of  looking  on  both  sides  of  a  ques- 
tion, and  was  the  tale  of  the  two  knights 
who  met  at  a  road  crossing  and  viewed 
from  opposite  points  of  view  a  shield 
set   up    thereon.      One   claimed   that    it 
was  of  silver  and  the  other  that  it  was 
of  gold.     You  of  course  remember  the 
story,  how  they  got  to  fighting  about  it, 
only  to  find  in  the  end  that  both  were 
right,  the  shield  being  of  silver  on  one 
side   and   gold   on   the    other.      I    don't 
need  the  book  for  any  facts  in  the  case 
as  to  the  two  knights  and  the   shield, 
but  it  would  be  rather  a  satisfaction  to 
be  able  to  read  it  again  in  the  language 
of  my  boyhood  days.    But  the  real  gem 
that  I  want,  and  which  I  can  use  in  my 
writing,  was  called,  if  I  remember  cor- 
rectly, The  Returned  Travelers,  and  was 
in  three  verses.     The  first  toid  of  two 
travelers,   who,    returning   at   the    same 
time  to  their  native  village,  were  asked 
what  they  had  seen.     The  second  verse 
was  the  first  traveler's  answer,  he  tell- 
ing, in  effect,  of  the  green  fields,  blue 
skies  and  glistening  seas  that  had  come 
under  his  observation.     The  third  verse 
was  the  second  traveler's  answer,   and 
was   word    for   word   the   same  as   the 
second.    You  see,  these  two  verses  were 
purely  a  trick  of  inflection  in  the  reading 
and   illustrated   how   different  tempera- 
ments saw  the  same  thing.     One  of  the 
travelers  went  through  his  list  as  he  had 
gone  through  his  travels,  in  a  bored  sort 
of  way,  implying  by  his  tone  and  manner 
that  he  had  seen  nothing  but  green  fields, 
blue  skies  and  glistening  seas,  and  that 
they  were  hardly  worth  while.     To  the 
other,  however,  these  same  things  had 
been  of  interest.     He  had  seen  beauties 
in  the  fields,  skies  and  seas,  and  made 
that  fact  manifest  by  the  enthusiasm  with 
which  he  enumerated  them  as  most  in- 
teresting sights  of  travel !' 

"Well,"  laughed  the  Rambler,  as  look- 
ing at  his  watch  he  clearly  intimated 
that  it  was  time  for  him  to  go  to  lunch, 
"I  left  Tyro  still  digging  on  one  of  those 
upper  shelves  for  that  old  reading  book. 
T  hope  he  found  it." 

I  met  Tyro  as  agreed  when  the  time 
came.  I  think  I  have  said  on  a  previous 
occasion  that  Tyro  was  more  my  friend 
than  he  was  the  Rambler's.  Between 
him  and  the  latter  was  more  or  less 
of  a  casual  friendship,  while  mine  was 
one  of  regular  standing  from  boyhood. 
Hence  it  was  quite  a  common  thing  for 
me,  being  free  to  come  and  go  as  in- 
clination dictated,  to  take  a  meal  with 
Tyro  in  the  small  hours  of  the  night 
when  his  day's  work  ended.  On  such  oc- 
casions we  frequently  protracted  our  sit- 
tings at  the  table,  and  on  this  evening  we 
made  it  unusually  long.  This  for  the  rea- 
son that  Tyro  had  something  particular 
that  he  wanted  to  talk  with  me  about,  and 
for  which  he  had  sent  for  me,  and  par- 
tially because  at  one  stage  our  conversa- 
tion turned  on  the  Rambler.  I  had  said 
to  Tyro  incidentally  that  I  hoped  he  had 
found  the  reading  book  that  he  had  been 
looking  for  that  forenoon,  to  which  he 
replied  in  the  negative,  and  with  the 
added  remark  that  the  Rambler  had  evi- 
dently been  telling  tales.  "How  much, 
I  wonder,  did  he  tell  you  of  what  we 
talked  about  in  that  Book  Shop?"  "Not 
so  very  much,"  I  replied,  "except  that 
he  told  me  what  you  said  about  the  three 
poems  you  wanted  to  find."  "Didn't 
tell  you  what  he  said,  I  suppose?"  said 
Tyro.  I  shook  my  head  in  the  negative 
as  I  answered,  "No  doubt  he  found 
some  application  of  those  poems  to  pas- 
senger traffic.  Tell  me,  what  did  he 

"Well,"  Tyro  began,  "you  know  the 
weather  was  hot  and  there  is  no  doubt 
but  that  the  Rambler  is  growing  fat, 
hence  he  seemed  to  be  suffering  a  little 
from  the  heat.  In  consequence,  I  don't 
think  he  got  along  as  well  as  usual  in 
his  comparisons,  but  he  did  make  a  try 
at  it.  He  passed  over  the  wind  poem 
with  the  simple  remark  that  it  was  like 
some  people,  especially  some  of  his  com- 
petitors in  passenger  traffic,  to  stir  up  a 
fuss  every  now  and  then,  and  then  go 
themselves  into  quiescence,  as  did  the 
wind  on  its  rock  in  midocean,  leaving 
the  victims  to  struggle  with  the  demorali- 
zation caused  thereby. 

"It  is  easy  to  see  that  he  compared  the 


knights  and  shield  story  to  the  modern 
method  of  employes  and  managers  get- 
ting together  and  discussing  things.  In 
other  words,  thrashing  out  both  sides 
of  a  question,  as  against  the  old  some- 
times habit  of  arbitrary  dictation  on  one 
side  and  sullen  obstinacy  on  the  other. 

"But  the  tale  of  the  two  travelers 
seemed  to  appeal  to  him  the  strongest. 
'Just  like  modern  travelers,'  he  said. 
'Some  see  good  or  find  interest  in  some 
or  all  things  that  come  under  their  ob- 
servation and  others  can  find  neither  in 
anything.  In  the  first  you  have  the  ani- 
mated, reasonably  satisfied  traveler  to 
deal  with  and  in  the  other  the  chronic 
grouch  and  kicker.  We  passenger  men 
and  those  affiliated  with  us  in  the  moving 
of  our  passenger  trains  know  them  all. 
Perhaps  I  may  add/  he  continued  re- 
flectively, 'an  intermediate  type,  namely 
the  philosophical.  Those  who,  while 
not  wholly  satisfied,  good-naturedly 
make  the  best  of  things,  and  who  become 
neither  grouches  nor  kickers  when  they 
cannot  be  enthusiasts.  All  three  of  these 
classes  I  perhaps  saw  illustrated  on  my 
recent  trip.  For  example  : 

"  'One  of  the  stages  of  my  journey 
was  on  what  might  be  called  a  relatively 
short  run  of  about  six  hours.  It  was 
into  a  region  thick  with  summer  resorts 
to  which  travel  was  so  heavy  that  trains 
from  twelve  to  fourteen  cars  every  few 
hours  apart  during  the  day  were  sent 
out  from  the  metropolis.  The  train  on 
which  I  traveled  carried  no  dining  car, 
but  did  have  six  parlor  cars  up  to  a  cer- 
tain junction  point,  about  one  hundred 
miles  distant,  from  which  they  continued 
on  in  varying  directions.  In  some  of 
these  parlor  cars,  at  least  the  one  in 
which  I  rode  and  the  one  accompanying 
it  over  the  branch  on  which  was  my  des- 
tination, were  buffets  from  which  was 
our  only  chance  for  lunch.  One  buffet 
man  handled  the  lunch  feature  in  the 
two  cars,  and  by  the  time  we  had  reached 
the  junction  referred  to  he  had  evidently 
finished  with  all  who  desired  his  services 
in  our  car  and  had  disappeared,  it  af- 
terwards developed,  into  the  second  car 
to  serve  the  passengers  there.  At  the 
junction,  however,  a  gentleman  boarded 

the  car  I  was  in  and  told  the  porter  that 
he  desired  a  lunch.  The  porter,  who 
had  nothing  to  do  with  the  buffet,  told 
him  nicely  enough  that  the  buffet  man 
would  serve  him  as  quickly  as  possible, 
going  at  the  same  time  into  the  other  car, 
presumably  to  advise  the  buffet  man 
there  that  he  had  a  customer  in  his  car. 
Of  course,  I  did  not  see  for  myself,  but 
the  supposition  was,  based  on  what  I 
knew  had  happened  in  our  car,  that  the 
buffet  man  was  still  as  busy  as  a  boy 
with  snakes  serving  in  that  second  car. 
This  the  man  did  not,  or  would  not,  un- 
derstand. He  sat  from  the  beginning 
on  the  edge  of  which  might  otherwise 
have  been  a  comfortable  chair  for  him, 
and  with  gradually  increasing  sullen 
looks  grew  impatient  that  he  was  not 
approached  to  have  his  order  taken.  He 
held  up  the  car  porter  several  times, 
speaking  by  no  means  pleasantly  to  him, 
and  finally  hunted  up  the  parlor  car  con- 
ductor and  scolded  him  roundly  for  the 
treatment  he  claimed  he  was  receiving. 
He  even  threatened  to  report  the  matter, 
mixing  with  the  threat  some  covert  abuse 
which  even  the  generally  mild-mannered, 
courteous  and  heavily  service-stripe-be- 
decked conductor  resented.  In  time, 
however,  he  got  his  meal ;  but  it  did  not 
allay  his  grouch,  for  an  hour  afterward 
I  overheard  him  in  subdued  tone  but 
vicious  manner  threatening  the  car  por- 
ter, who,  as  far  as  I  can  see,  had  been 
helpless  in  the  matter.  Now  of  course 
I  do  not  know,'  the  Rambler  continued, 
'whether  the  exhibition  of  meanness  dis- 
played by  that  man — and  he  was  mean 
about  it — was  natural  to  him  or  whether 
it  just  happened  to  be  an  unusual  out- 
break, but  if  I  am  any  judge  of  human 
nature  he  was  a  fellow  that  in  his  trav- 
els, like  the  bored  one  in  the  poem,  saw 
but  little  of  interest  round  and  about 
him.'  " 

Tyro  laughed  lightly  to  himself  as  he 
recalled  the  Rambler's  actions  at  that 
stage  of  his  talk.  "He  had  been  sitting, 
you  know,"  said  Tyro,  "upon  the  corner 
of  a  table  piled  with  books,  swinging 
his  legs  as  he  talked,  while  I  was  perched 
on  a  little  step  ladder  opposite.  But  on 
finishing  about  the  grouch  he,  on  looking 



at  his  watch,  jumped  down  from  the 
table,  saying  as  he  began  picking  up  his 
grips,  'Guess  I'll  be  going  now,  Tyro. 
Don't  want  to  walk  too  fast  because  it's 
so  beastly  hot,  so  I'll  just  take  plenty  of 
time  to  get  along  slowly  to  the  office.' 
But  I  would  not  have  it  that  way,  for 
between  the  mopping  of  the  perspiration 
from  his  face  and  the  evident  effort  he 
was  having  in  fitting  some  illustration 
to  that  poem,  he  amused  me  to  an  un- 
usual degree.  So  I  motioned  him  to 
back  up  onto  his  seat  as  I  said  'Not  so 
fast,  Rambler;  you  have  given  me  new 
words  to  but  one  verse  of  my  poem. 
Now  finish  the  other.  Besides,  you  have 
only  illustrated  one  of  your  three  types 
of  travelers.  Come  now,  be  fair  and 
finish  up.' 

"  'Oh,  well,'  he  good-naturedly  retort- 
ed, as  he  sprang  up  again  to  the  edge 
of  the  table  and,  looking  'round  to  see 
if  the  proprietor  of  the  book  store  was 
about,  took  out  a  cigar  and  lighted  it, 
'I  have  an  easy  one  for  the  last  verse. 
That  is,  for  your  enthusiastic  traveler 
who  thought  his  journey  ings  were  worth 
while  for  the  green  fields,  bright  skies 
and  shining  seas  alone.  And  it  was  right 
under  my  nose,  too,'  he  added,  as  he 
noted  with  satisfaction  that  his  cigar 
had  started  right.  'You  know  my  last 
stretch  was  for  a  thousand  miles.  I  had 
a  lower  berth  in  the  sleeping  car,  and 
reaching  the  train  immediately  on  its 
being  announced  as  being  made  up,  I 
had  no  difficulty  in  securing  what  right- 
fully belonged  to  me,  namely,  the  seat 
facing  the  direction  in  which  the  train 
was  going,  and  for  which  seat  I  had 
paid  good  money  by  virtue  of  my  hold- 
ing the  lower  berth.  Good  money !'  he 
repeated  impressively,  as  though  I  had 
challenged  his  statement,  'for  you  know 
I  was  not  traveling  on  our  own  line. 
The  train  made  a  local  city  stop  about 
a  mile  from  the  terminal  and  at  that 
point  a  delicate  appearing  young  man 
came  into  the  car,  and  on  reaching  my 
section  quietly  asked  its  number,  and 
on  being  told,  remarked  that  he  was  to 
be  my  seatmate  to  a  point  which  would 
make  us  companions  of  the  day  until 
shortly  after  the  evening  dinner  time : 

he  on  making  the  inquiry  passing  me 
incidentally  his  Pullman  ticket,  which 
was  a  seat  ticket  reading  for  my  section. 
I  thought  he  looked  a  bit  disappointed 
at  having  to  ride  backward,  and  with 
some  little  curiosity  watched  him  try 
first  one  position  and  then  another  in 
which  to  get  comfortable.  He  finally 
settled  by  cuddling  his  back  up  against 
the  outside  wing  of  the  seat,  and  with 
his  knees  drawn  up  and  feet  against  the 
side  of  the  car  under  the  ^indow,  began 
to  ride  practically  sideways.  When  the 
outlying  station  was  passed  and  the 
train  was  well .  on  the  way,  the  porter, 
as  is  usual  on  long  runs,  began  to  dis- 
tribute pillows  for  those  who  later  in 
the  day  might  desire  to  nap.  He  dropped 
one  in  the  unoccupied  portion  of  my 
seat,  and  not  caring  to  use  it  myself  at 
the  time,  I  passed  it  over  to  the  young 
man.  He  received  it  gratefully  and  put 
it  up  against  his  back,  remarking  as  he- 
did  so,  in  rather  a  quiet  way,  but  not 
at  all,  I  am  sure,  intended  as  a  hint  to 
me,  that  he  was  in  doubt  how  he  was 
going  to  get  along  riding  backwards  and 
the  pillow  might  help.  Now  it  makes 
not  a  particle  of  difference  to  me/  the 
Rambler  added  as  an  aside,  'which  way 
I  ride,  but  I  had  something  like  twenty- 
five  consecutive  hours  to  spend  on  that 
train  and  the  young  man  had  but  ten 
hours.  Hence,  while  I  made  a  mental 
resolve  that  later  I  would  give  him  a 
chance  to  ride  my  way,  I  would  not  be 
in  a  hurry  to  establish  what  might  be 
construed  into  a  future  claim  on  my 
seat  by  offering  to  change  with  him  then. 
From  his  unusual  position  the  young 
man  was  looking  directly  out  of  the  win- 
dow all  the  time,  and  he  soon  began  to 
show  interest  in  what  he  saw  in  passing 
and  to  talk  to  me  about  it.  Shortly  we 
became  quite  companionable  and  after 
lunch  in  the  dining  car,  when  I  felt  in- 
clined to  a  little  nap,  I  had  some  difficul- 
ty in  persuading  him  to  let  me  occupy 
his  seat  in  which  to  stretch  out  while 
he  rode  forward.  He  claimed  that  he 
had  not  felt  the  difference  as  he  had  ex- 
pected, but  I  am  sure  that  for  the  re- 
maining six  hours  of  our  being  together, 
during  which  he  rode  in  my  seat,  he 



was  really  more  comfortable  in  mind  or 
head,  as  the  case  might  have  been  with 
him,  for,  as  I  think  I  said,  he  did  not 
look  to  me  particularly  rugged.  But 
what  I  am  coming  to  is  this.  Notwith- 
standing his  anticipated  discomfort  at 
first,  he  never  complained.  On  the  con- 
trary, he  was  enthusiastic  as  to  the  coun- 
try through  which  he  passed,  made  many 
an  interesting  comment  on  what  he  saw 
and  asked  me  many  questions.  His  in- 
terest did  not  die  out  as  long  as  we  were 
together.  In  other  words,  while  possibly 
uncomfortable  through  physical  incapac- 
ity, he  saw  green  fields,  blue  skies  and 
shining  seas  with  the  enthusiasm  of  the 
returned  traveler  in  the  reading  book.' 
"I  had  him  going  for  fair,"  laughed 
Tyro,  as  he  sipped  from  the  fresh  glass 
of  water  that  the  waiter  brought  him 
and  ignored  the  accompanying  finger 
bowl  and  check,  which  latter  might  have 
been  a  gentle  hint  on  the  waiter's  part 
for  his  fee,  that  he  would  not  have  to 
watch  for  our  departure  any  longer. 
"So,"  Tyro  resumed,  "I  prodded  the 
Rambler  on  when  he  again  showed  signs 
of  departure  by  saying  'Now,  how  about 
the  philosophical  traveler?  Come,  now, 
you  have  been  preaching  a  sermon  which 
is  incomplete  without  its  "lastly." ' 
'Well,'  was  the  response,  'I  will  have 
to  make  it  short,  but  here  it  is,  beauti- 
fully illustrated  on  that  same  train,  in 
my  car  and  in  the  opposite  section  from 
me.  At  our  first  stop  after  leaving  the 
city,  some  fifty  miles  out,  two  gentlemen 
whom  it  afterwards  developed  were  seat 
passengers,  got  into  the  Pullman  and 
seated  themselves  in  the  seat  facing  the 
direction  of  the  train ;  making  them- 
selves comfortable  in  doing  so  by  taking 
off  their  coats  and  hats  and  throwing 
them  on  the  opposite  seat  and  placing 
their  feet  on  the  edge  of  the  latter.  They 
were  only  going,  it  proved  later,  to  a 
point  that  would  be  reached  at  about 
eight  o'clock  that  evening,  and  they 
had  boarded  the  train  at  about  eleven  a. 
m.  At  the  next  stop,  however,  a  gentle- 
man came  in  with  a  ticket  for  the  lower 
berth  in  that  section  reading  through  to 
the  destination  of  the  train.  The  Pull- 
man conductor,  on  looking  at  the  man's 

ticket  and  at  the  two  occupants  of  his 
seat,  told  the  former  to  sit  in  the  section 
in  front  until  things  got  straightened 
out.  As  the  seat  facing  forward  was 
vacant  in  the  section  to  which  he.  was 
assigned,  he  made  no  objection  and  rode 
for  a  couple  of  hours  or  so  in  some  one 
else's  section.  Then  a  third  party  ap- 
peared at  one  of  the  stops  holding  a  tick- 
et for  the  lower  in  the  seat  of  which  he 
was  riding,  so  that  he  then  demanded  of 
the  porter  his  own  seat.  The  porter 
went  to  the  two  usurping  seat  passeng- 
ers and  on  making  his  errand  known 
they  demurred  at  first  at  making  any 
change.  Finally,  however,  one  of  them 
said  rather  crossly,  "Oh,  let  him  have 
it,"  and  they  moved  over  into  the  seat 
that  caused  them  to  ride  backwards. 
Then  the  rightful  holder  moved  over 
into  his  seat  and  sat  facing  the  other 
two.  From  my  seat  opposite  I  was  much 
amused  at  the  situation.  For  about  fif- 
teen or  twenty  minutes  it  was  decidedly 
tense,  all  three  aiming  to  be  decent  and 
gentlemanly,  but  not  feeling  that  way, 
and  embarrassingly  having  to  stare  at 
each  other.  Good  nature  finally  pre- 
vailed, however.  Some  one  of  them,  I 
did  not  notice  which,  broke  the  ice  and 
soon  they  were  chatting  together.  An 
hour  later,  on  the  train  laying  over  at  a 
junction  point  for  about  twenty  minutes. 
I  saw  all  three  of  them  cross  the  street 
and  go  into  a  thirst  parlor  to  get  a  drink 

"He  told  this,"  explained  Tyro,  "in 
such  a  breezy,  funny  way  that  I  was  de- 
lighted, and  was  for  holding  him  still 
longer,  but  he  rebelled.  'Nothing  do- 
ing!' he  exclaimed.  _'I  could  tell  you  of 
two  more  cases  of  the  same  nature  that 
occurred  on  that  same  car,  but  I  won't. 
Hope  vou'll  find  your  old  book,'  and  he 
was  off." 

"I  wonder  if  that  man  Rambler,"  I 
remarked,  as  Tyro  paid  the  check  and  we 
started  to  depart,  "has  any  secret  list, 
tariffs  or  time  schedules  so  arranged 
that,  as  with  a  string  of  beads,  he  says 
his  prayers  by  them  at  night.  He  seems 
to  fit  passenger  traffic  in  some  fashion  or 
other  into  everything. 

Service  Notes  of  Interest 

ft  will  be  recalled  that  some  months  ago 
the  Rambler  had  a  story  in  this  magazine 
illustrating  the  desirability  of  agents  mak- 
ing an  effort  to  sell  upper  berths  in  sleep- 
ing cars  as  well  as  the  lowers.  The  fol- 
lowing extracts  from  an  article  on  the  same 
subject  in  the  Northwestern  Monthly 
Bulletin  but  emphasize  what  the  Rambler 
attempted  to  convey  in  story  form: 

"First:  A  saving  of  20  per  cent  in  the 
cost  is  effected. 

''Second:  The  ventilation  in  i:pper  berths, 
as  a  general  rule,  is  better  and  the  tem- 
perature more  even. 

"Third:  Individual  and  double  curtains 
which  the  Pullman  Company  is  now  intro- 
ducing increases  the  sense  of  privacy  and 

"Fourth:  Improved  ladders  is  another 
new  introduction  by  the  Pullman  Company 
which  adds  greatly  to  the  convenience  in 
getting  to  and  from  the  upper  berths. 

"Fifth:  The  noise  arising  from  the 
movement  of  cars  is  less  noticeable  in  the 
upper  berths  on  account  of  the  greater  dis- 
tance from  the  wheels  and  rails. 

"Sixth:  The  occupants  of  upper  berths 
are  less  likely  to  be  disturbed  by  people 
moving  up  and  down  the  aisle  than  those 
in  the  lower  berths. 

"Seventh:  Clothes  hangers,  mirrors  and 
electric  light  fixtures  are  provided  in  up- 
per berths  in  modern  sleeping  cars,  as  well 
as  lower  berths,  and  the  springs  and  mat- 
tresses are  equally  comfortable. 

"It  is  too  bad,  but  nevertheless  the  truth, 
that  quite  frequently  ticket  sellers,  and 
other  solicitors  of  passenger  traffic,  dis- 
courage the  purchase  of  upper  berths  by 
the  manner  in  which  they  answer  the  in- 
quiries of  passengers.  The  way  they  say 
'Only  uppers  left,'  or  the  manner  in  which 
they  refer  as  a  general  proposition  to  the 
upper  kerth  question,  is  more  calculated  to 
discourage  the  purchase  than  otherwise. 

"It  is  up  to  us  to  inspire  the  passengers 
with  the  belief  that  the  upper  berths  have 
their  advantages  as  well  as  the  lower  berths, 
and  when  a  passenger  steps  up  to  the 
counter  and  asks  for  a  sleeping  car  ticket, 
don't  start  out  with  an  apologetic  air  and 
say  there  are  no  lowers  left,  but  reach  for 
your  diagram  and  say,  'I  can  give  you  a 
nice  upper,  in  the  center  of  the  car,  Num- 
ber Six,'  or  whatever  the  number  may  be. 
in  exactly  the  same  tone  that  you  would 
use  if  you  were  selling  Lower  Six — if  the 
passenger  says  something  about  a  lower  it 
can  be  explained  that  there  are  none  left, 
and  then  if  objection  is  made  to  accent- 
ing an  upper,  you  can  point  out  briefly 

some  of  the  advantages  of  the  upper  berths. 
"As  you  know,  there  is  a  pressing  need, 
particularly  in  the  railroad  field,  of  prac- 
ticing the  most  rigid  economy  in  operation, 
and  a  good  way  to  help  reduce  the  over- 
head expenses  is  to  sell  not  only  the  lower 
berths  in  our  sleepers,  but  the  uppers  as 

Following  are  several  interesting  points 
made  by  Warren  H.  Fogg  in  an  extensive 
article  entitled  "Giving  Correct  Informa- 
tion" that  appeared  in  the  July  number  of 
"The  Right  Way  Magazine,"  published  by 
the  Central  of  Georgia. 

'  The  old  saying  that  'No  news  is  better 
than  bad  news'  contains  a  principle  aptly 
applicable  to  the  general  question  of  giving 
information.  That  is  to  say,  it  is  better  far 
to  furnish  no  information  at  all  than  to 
give  your  passenger  that,  which  in  street 
parlance  would  be  rightly  called  a  'Bum 

"Naturally,  the  Passenger  Department  of 
a  railroad  cannot  know  everything,  nor  can 
any  ticket  agent  or  soliciting  representa- 
tive speak  with  authority  about  many  fea- 
tures of  the  service  of  connecting  lines, 
but,  he  knows,  perhaps  better  than  anyone 
else,  the  procedure  to  secure  such  informa- 
tion with  the  least  delay  and  if  it  is  with- 
in the  bounds  of  reasonableness  and  pro- 
priety he  should  do  so. 

"No  reasonable  passenger  will  object  to 
a  clerk  not  knowing  the  answer  to  his 
question,  if  the  clerk  shows  a  disposition 
to  find  out  from  some  one  who  does  know. 

"I  have  found  that  the  chief  requisite 
for  giving  correct  information,  the  very 
first  step  to  take  is  to  find  out  just  what 
the  passenger  wishes  to  know;  this  is  not 
as  simple  as  it  sounds,,  for  more  than  half 
the  time  the  passenger  does  not  know  him- 

"I  have  found  it  a  great  help  in  con- 
trolling the  sale  of  many  tickets  and  gain- 
ing the  confidence  of  the  passenger,  to 
answer  all  of  the  passenger's  questions 
carefully  and  correctly,  then  volunteer  addi- 
tional information  that  tne  passenger 
should  know." 

The  following  convention  announcements 
for  August,  September,  and  October,  1917, 
should  be  carefully  gone  over  by  agents  and 
kept  in  mind  with  the  end  in  view  of  obtaining 
business  therefor  in  cases  where  applicable 
to  their  territory: 

Inland  Daily  Press  Assn.,  Chicago,  August 
14,  1917. 



American  Assn.  of  Title  Men,  Chicago, 
August  15-17,  1917. 

National  Fraternal  Congress,  Chicago,  Au- 
gust 21,  1917. 

American  Power  Boat  Co.,  Minneapolis, 
Minn.,  Aug.  23-27,  1917. 

Nat'l  Meeting  American  Home  Economic 
Association",  Minneapolis,  Minn.,  Aug.  22, 

Nat'l  Retail  Jewelers  Assn.,  St.  Louis,  Au- 
gust 27,  1917. 

Kappa  Delta  Sorority,  Birmingham,  Ala., 
Aug.  27,  1917. 

Interstate  Trap  Shooters  Assn.  (Grand 
Amer.  Handicap),  Chicago,  Aug.  20-24,  1917. 

American  Federation  of  Catholic  Societies, 
Kansas  City,  Mp.,  Aug.  26,  1917. 

Nat'l  Federation  Post  Office  Clerks,  Mem- 
phis, Tenn.,  Sept.  3,  1917. 

Internat'l  Assn.  Prevention  of  Smoke,  Co- 
lumbus, O.,  Sept.  25-7,  1917. 

Ak-Sar-Ben,  Omaha,  Neb.,  Sept.  26,  1917. 

United  Nat'l  Postal  Clerks,  Fort  Worth, 
Tex.,  Sept.  1917. 

Nat'l  Council  Congregational  Churches,  Co- 
lumbus, O.,  Oct.  10-17,  1917. 

National  Dairy  Assn.,  Columbus,  O.,  Oct. 
17-27,  1917. 

Amer.  Refrigerator  Assn.,  St.  Louis,  Mo., 
Oct.  1917, 

The  Canadian  Northern  Railway  an- 
nounces that  an  interchange  of  passenger 
traffic  has  now  been  completed  for  jthe 
handling  of  Pacific  Coast  business,  either 
going  or  returning,  via  connecting  lines 
through  Vancouver,  Winnipeg  or  Duluth 
gateways,  and  that  only  one  coupon,  read- 
ing- Canadian  Northern,  is  required  between 
these  points. 

It  respectfully  invites  attention  to  the 
fact  that  this  is  an  entirely  new  route 
through  a  most  attractive  and  picturesque 
section  of  the  Canadian  Rockies.  Mt. 
P-obson  (13,087  ft.)  the  highest  peak  in  the 
Canadian  Rockies,'  Mt.  Resplendent,  Mt. 
Cavell  (dedicated  to  the  memory  of  the 
martyred  nurse.  Miss  Edith  Cavell),  Mt. 
Mary  Vaux  and  many  other  peaks  are  lo- 
cated on  this  tourist  route  through  the 
Yellowhead  Pass.  A  few  weeks  after  the 
line  was  placed  in  operation,  the  longest 
passenger  train,  it  is  alleged,  ever  hauled 
across  the  mountains*  by  a  single  locomo- 
tive, consisting  of  fifteen  standard  sleeping 
cars,  with  a  total  weight  of  1,119  tons,  was 
successfully  run  from  Toronto  to  Van- 
couver. The  transcontinental  eauipment  of 
the  line  consists  of  a  thoroughly  modern 
tvpe  of  electric-lighted  compartment- 
library-observation  cars,  standard  sleeping 
cars,  tourist  sleeping  cars,  dining  cars,  and 
first  and  second  class  coaches,  all  specially 
constructed  for  this  service. 

The  Chicago  Evening  American  in  a  re- 
cent editorial  in  regard  to  "Uncle  Sam's 

Playgrounds,"  the  general  tenor  of  which 
is  in  regard  to  our  national  parks,  includes 
the  following  statement.  The  latter  will  be 
of  interest  to  agents,  and  may  possibly  be 
a  good  thought  for  them  to  pass  along  to 
patrons  as  opportunity  occurs.  Following 
is  the  clause  referred  to: 

"Uncle  Sam  is  richer  in  scenery — as  well 
as  in  money — than  any  other  country.  But 
his  people  haven't  yet  found  it  out.  They 
have  flitted  over  seas  to  discover  scenic 
beauties  which  are  far  surpassed  almost  at 
their  own  backdoors.  But  thanks  to  the 
railroads,  we  are  waking  up  to  the  good 
sense  as  well  as  good  fun  of  'seeing  America 
first' — are  realizing  that  the  discomforts 
and  expense  of  globetrotting  aren't  com- 
parable to  the  delights  of  a  cool,  smooth 
trip  on  an  American  railroad  where  they  do 
things  'our  way'  and  service  is  the  first  and 
last  thought  of  every  official  from  the  poised 
and  confident  individual  who  answers  your 
million  questions  without  ruffling,  the  while 
he  sells  you  your  ticket,  to  the  experienced 
and  kindly  conductor  in  whose  charge  you 
could  travel  anywhere  feeling  perfectly  se- 

The  Peninsular  and  Occidental  Steamship 
Company  announces  that  until  further  advice 
"the  following  SURCHARGES'  will  be  col- 
lected from  all  passengers  holding  first  class 
tickets  traveling  on  the  ships  of  the  Peninsu- 
lar and  Occidental  Steamship  Company  be- 
tween Port  Tampa  or  Key  West,  Fla.,  and 
Havana,  Cuba. 

ADULTS  $2.50  one-way,  $4.00  round  trip. 
Children  under  twelve  (12)  years  of  age  $1.25 
one-way,  $2.00  round  trip. 

Ticket  Agents  when  collecting  this  surcharge 
will  so  endorse  P.  &  O.  S.  S.  Co.  coupons. 
When  coupons  are  not  so  endorsed,  Pursers 
will  make  the  collection  when  passengers 
board  ship. 

This  Company  reserves  the  right  of  can- 
celling or  suspending  the  above  surcharges,  or 
increasing  the  same  if  necessary  to  offset  ad- 
ditional cost  of  war  risk  insurance  on  vessels 
and  other  increased  expenses  incident  to  war 

During  the  year  1917,  the  Salt  Lake  Route 
will  expend  for  various  improvements,  ex- 
tension of  line,  new  equipment,  etc.,  approxi- 
mately $5,445,000,  including  the  following 
items : 

200  miles  of  90  pound  rails,  new  rock  bal- 
last, improving  water  supply  at  Las  Vesras, 
Automatic  electric  block  signals  in  Nevada  and 
Utah,  230  miles,  new  concrete  and  steel 
bridges,  miscellaneous,  new  locomotives  and 
freight  cars,  new  branch  line  from  Pico  to 
Santa  Ana.  California,  24  miles. 

The  Santa  Ana  branch  will  leave  the  main 
line  at  Pico  Station,  10  miles  east  of  Los 
Angeles,  and  run  South  to  Whittier.  Fuller- 
ton,  Anaheim  and  Santa  Ana,  through  one 



of  the  most  productive  sections  of   Southern 

It  is  expected  that  this  new  line  will  be  in 
operation  during  the  present  year. — Union 
Pacific  Bulletin. 

The  United  States  government  has  issued 
an  order  prohibiting  departure  from  the 
United  States  of  any  citizen  between  the  ages 
of  twenty-one  and  thirty  without  special  per- 
mit from  the  Provost  Marshal  General,  Wash- 
ington. An  order  has  also  been  issued  to 
steamship  companies  not  to  accept  as  pas- 
sengers on  outgoing  vessels  destined  to  for- 
eign ports  any  American  citizen  who  is  not 
the  bearer  of  a  valid  passport  issued  by  the 
Department  of  State  of  the  United  States, 
which  passport  shall  be  submitted  for  exam- 
ination and  approval  of  United  States  Collec- 
tor of  Customs  at  port  of  departure.  This 
order  also  includes  aliens. 

The  Erie  announces  a  new  time  card  effec- 
tive August  5th,  and  calls  particular  attention 
to  its  night  train  No.  8,  out  of  Chicago,  form- 
erly leaving  for  New  York  at  10:50  P.  M., 
which  has  been  changed  to  leave  at  10 :40  P.  M. 
The  morning  train,  No.  4,  leaves  Chicago  at 
11:00  A.  M.  for  New  York  as  formerly. 
West  bound  train  No.  7  arrives  at  Chicago  at 
8  :30  A.  M.  instead  of  7  :30  as  formerly,  and 
train  No.  3  arrives  at  6:30  P.  M.  instead  of 

The  M.  K.  &  T.,  announces  that  under  re- 
cent change  of  time  card  the  Katy  Limited, 
train  No.  9,  will  leave  St.  Louis  at  9  :02  A.  M. 
instead  of  9  :15  A.  M.,  and  that  local  passen- 
ger train  No.  7  will  leave  1 :00  P.  M.  as  here- 
tofore, but  will  be  operated  daily  except  Sun- 
day. No  change  made  in  the  leaving  time 
of  the  Texas  Special,  train  No.  1,  or  the  Katy 
Flyer,  train  No.  5. 

The  Central  of  Georgia  calls  attention  to 
the  fact  that  in  several  recent  movements  of 
troops  intended  for  camps  ~*  Chicks  man  <*$ 
Park  they  have  been  ticketed  in  some  in- 
stances to  Chickamauga,  Ga,,  and  in  other  in- 
stances to  Chattanooga,  Tenn.  It  requests 
that  all  interested  be  advised  that  all  troopc 
destined  to  the  camps  in  Chickamauga  Park 
should  be  ticketed  to  Lytle,  Ga. 

The  adage  "In  Time  of  Peace,  Prepare  for 
War"  has  its  paraphrase  with  the  railroads, 
the  latter  reading  to  the  effect  "In  Summer 
Time  Prepare  for  Winter  Travel,"  or  vice 
versa.  Hence  it  is  somewhat  apropos  to  state 
that  we  have  received  advance  proofs  of  the 
list  of  hotels  and  boarding  houses  to  be  pub- 
lished for  the  Florida  Season  of  1917-18. 

The  Los  Angeles  terminal  of  the  Pacific 
Steamship  Company  is  now  at  Wilmington, 
twenty  miles  from  Los  Angeles,  and  which 
point  is  served  by  fast  express  trains  of  the 
Pacific  Electric  Railway,  the  train  service  be- 
ing included  in  all  tickets  to  and  from  Los 
Angeles  via  the  Pacific  Steamship  Company. 

By  recent  change  on  the  Frisco  Lines  "The 
Texas  Limited,"  Train  No.  5  for  Springfield, 
Mo.,  Fort  Smith,  Ark.,  Paris  and  Dallas, 
Texas  and  intermediate  poiots,  now  leaves 
St.  Louis  at  8:43  P.  M. 

If  you  think  you're  beaten,  you  are; 

If  you  think  you  dare  not,  you  don't; 
If  you'd  like  to  win,  but  you  think  you  can't, 

it's  a  almost  a  cinch  you  won't. 

If  you  think  you'll  lose,  you're  lost: 

For  out  in  the  world,  we  find 
Success  begins  with  a  fellow's  will, 

It's  all  in  the  state  of  mind. 

If  you  think  you're  outclassed,  you  are; 

You've  got  to  think  high  to  rise; 
You've  got  to  be  sure  of  yourself  before 

You  ever  can  win  a  prize. 

Life's  battles  don't  always  go 
To  the  stronger  or  faster  man. 

But   soon   or  late  the  man  who  wins, 
Is  the  fellow  who  thinks  he  can. 

—B.  R.   &  P.  Magazine. 

There  was  a  little  flivver 

That  got   stalled   upon   the   track 
And  the  5:15  came  spurting  up 

And  hit  the  fliv'  a  crack. 

A  shooting  star,  a  lot  of  dust, 

And,  golly,  what  a  row! 
There  was  a  little  flivver. 

But  I  cannot  find  it  now. 

— Southern  Pacific  Bulletin. 

Xobody  ever  added  up 

The  value  of  a  smile; 
We  know   how   much   a   dollar's   worth, 

And  how  much*  is  a  mile; 
We  know  the  distance  to  the  sun, 

The  size  and  weight  of  earth, 
But  no  one  here  can  tell  us  just 

How  much  a  smile  is  worth. 


Observer — "I  noticed  you  got  up  and  gave 
that  lady  your  seat  in  the  street  car  the 
other  day." 

Observed — 'Since  childhood  I  have  re- 
spected a  woman  with  a  strao  in  her  hand. 
—the  Right  Way. 

Master   Mechanic  Charles   Ulric   Linstrom.      Illinois 
Central  System   Loses  One  of  Its  Most  Efficient 
Officials  and    the  Southland  One  of  Its  Most 
Dependable  Railroad  Men  While  Human- 
ity Is  Robbed  of  an    Ideal    Exponent 

When,  at  Seven  o'clock,  Sunday, 
June  24,  1917,  the  Angel  of  Death  sent 
that  reaper  of  the  souls  of  men  to  claim 
the  mortal  remains  of  Charles  Ulric 
Linstrom,  it  may  be  truly  said  that 
Mankind  should  shed  a  pittying  tear, 
in  order  to  rob  from  grief  its  pang. 
While  it  is  the  inherent  right  of  all  men 
to  sing  the  praises  of  beloved  departed, 
any  word  that  may  be  uttered  in  con- 
nection with  this  beloved  dead  will 
simply  be  an  echo  of  the  benedictions 
of  praise  that  were  bestowed  upon 
him,  while  a  Pilgrim  thru  life's  path  of 
various  and  varied  vicissitudes. 

Endowed  with  mechanical  genius, 
perspective  foresight  and  filled  with  a 
"charity  that  knew  no  guile,"  he  radi- 
ated efficient  service  and  marked  suc- 
cesses along  the  lines  where  duty 
called  him  and  sent  thrills  of  coopera- 
tive unity  into  the  soul  of  thought  of 
all  his  associates  in  labor.  Intrinsic 
values  to  the  company  which  he  served 
for  more  than  45  years,  do  not  show, 
in  the  minutest  degree,  his  worth  or 
exponent  efficiency. 

Chooses  America. 

When  the  caress  of  maternity  first 
greeted  enfrant  Charles  Linstrom,  at 
Motala.  a  suburb  of  Stockholm,  Swed- 

en, January  9,  1848,  little  was  U 
thought  that  annals  of  mankind  would 
cherish  his  memory  and  the  world 
could  give  assurance  that  it  was  better 
on  account  of  his  having  lived.  From 
his  rural  abode,  daily  he  made  his  way 
to  a  nearby  plant  where  technical,  me- 
chanical and  engineering  training  could 
be  had.  How  well  he  mastered  the 
uncertainties  of  energy  and  force  and 
with  what  skill  he  obliged  them  to 
produce  the  motion  that  is  the  ever 
needed  momentum  of  the  wheels  of  in- 
dustry is  too  well  told  in  his  inventive 
devices  that  remain  to  do  the  biddings 
of  nature's  necessities. 

Budding  manhood  developed  in  the 
mind  of  Mr.  Linstrom  a  desire  to  be- 
come affiliated  with  the  industrial  life 
of  the  liberty  lighted  world  of  America. 
Coming  to  the  United  States,  he  visi- 
ted and  labored  in  a  number  of  indus- 
trial centers.  His  travels  carried  him 
to  many  cities  in  the  Central  States 
and  then  into  the  embryonic  railroad 
world  of  the  Sunny  South.  In  all 
things  and  in  all  places  he  was  a  leader 
of  men  and  ever  zealous  and  efficient. 

Entering  the  services  of  the  New  Or- 
leans Great  Northern,  now  the  Illi- 
nois Central,  at  McComb  City,  in  De- 




cember  1872,  Mr.  Linstrom  has  since 
been  connected  with  the  endeavors 
of  this  corporation.  After  service  in 
several  capacities,  he  was  made  fore- 
man in  New  Orleans  in  1884;  foreman 
in  Vicksburg  in  1886  and  master  me- 
chanic in  the  same  city  in  1893.  Holding 
this  place  till  the  time  of  his  death, 
there  was  never  a  time  when  duty 
called  or  when  hours  of  labor  apart 
from  his  regular  duty  could  be  of  as- 

sistance that  he  was  not  in  the  midst 
of  every  physical  and  mental  activity 
of  the  many  departments  of  the  Y.  & 
M.  V.  Railroad.  He  saw  the  assisting 
energy  of  his  own  endeavors  combine 
with  the  financial  backing  and  coopera- 
tion of  other  officials  change  a  more 
or  less  uncertain  railroad  proposition 
into  an  ideal  medium  of  transportation. 

In  interim,  "Love's  Old  Sweet  Song'' 
brought  its  favored  fancy  into  the  life 
of  the  beloved  departed  and,  in  1876, 
affections'  plea  was  awarded  by  re- 
ceiving, as  his  life's  mate,  the  hand  of 
Amelia  Barrett.  Charms  of  happiness 
and  day  dreams  of  delight  made  up 
their  years  of  wedded  bliss.  Creation's 
conceptions  endowed  the  family  with 
Charles  O.,  Armida  (Died  1898)  and 
Clara  Augusta  (Mrs.  J.  H.  Culkin). 

The  mingling  tears  of  the  thousands 
of  workmen  who  knew  Charles  Ulric 
Linstrom  as  an  aid  and  a  paternal 
guide  and  the  ever  ready  plaudits  of 
the  constituted  authorities  of  the  civic 
and  business  world  combine  to  tell  of 
the  real  worth  of  a  man  who  followed 
the  way,  the  truth,  the  light,  and  who 

Down  thru  years,  ere  void  of  tears, 

In  memory  shall  remain ; 
Here  sweetning  life,  in  every  strife, 

While  crossing  o'er  this  plain. 

Then  far,  far  above,  in  a  land  of  love, 
We'll  meet  and  love  anew. 

That  loving  heart,  which  did  its  part, 
To  make  the  world  more  true. 

How  to  lave; 

It  is  not  tne  Science  01  curing  Disease  so  much  as  the  prevention  01  it 

tnat  produces  tne  greatest  good  to  Humanity.  One  of  tne  most  important 

duties  of  a  Healtn  Department  should  be  tne  educational  service 

A     A     A     A  teacning  people  now  to  live   A      A     A     A 

Suggestions  Regarding  Hay  Fever 

HE  approach  of  the  end  of  the 
summer  months  and  the  begin- 
ning of  the  fall  season  is  always 
watched  with  great  apprehension  by 
those  who  suffer  from  Hay  Fever. 
Hay  Fever,  or  Autumnal  Catarrah,  is 
an  affection  of  the  upper  air  passages 
of  the  nose  and  throat,  often  associ- 
ated with  asthmatic  attacks.  The  con- 
dition' seems  to  be  due  to  a  peculiar 
hypersensitiveness  of  the  mucous 
membrane  of  the  nose  and  throat  of 
those  who  suffer  from  the  afliction. 
Next  to  Tuberculosis,  Hay  Fever  is 
one  of  the  most  common  as  well  as 
interesting  diseases  from  a  clinical 
standpoint.  It  has  received  an  enorm- 
ous amount  of  study  because  of  its 
prevalence  and  the  peculiarity  of  its 
symptoms.  However,  as  yet  no  speci- 
fic cure  has  been  found,  although 
some  sufferers  are  benefited  by  cer- 
tain medicinal  treatment. 

The  disease  is  not  serious  in  the 
sense  of  being  dangerous,  but  it  is  an 
exceedingly  distressing  affliction  and 
with  its  annual  visitation  it  lowers  the 
vital  resistance  of  the  body  and  no 
doubt  does  induce  other  complications 
because  of  the  reduced  vitality.  In 
this  way  Hay  Fever  becomes  a  serious 
menace  to  the  future  well  being  as 
well  as  the  future  comfort  and.  happi- 
ness of  the  sufferer. 

It  is  not  the  intention  in  this  article 
to  go  into  the  causes  and  detail  of 
treatment  of  this  distressing  disease. 
It  is  simply  desired  that  a  few  prac- 

tical suggestions  may  be  offered  to 
relieve  and  if  possible  make  more  com- 
fortable any  of  our  readers  who  may 
be  so  unfortunate  as  to  be  afflicted 
with  Hay  Fever. 

There  are  three  well  recognized  fac- 
tors in  all  cases  of  this  disease.  First, 
the  external  air-borne  irritant ;  second, 
a  sensitive  or  diseased  mucuous  mem- 
brane ;  third,  an  unstable  nervous 
system  in  which  the  individual  finds 
that  he  is  peculiarly  susceptible  to 
certain  conditions.  All  three  of  these 
factors  must  often  be  present  before 
we  find  a  typical  case  of  Hay  Fever. 

First,  and  as  a  preventive  treat- 
ment, he  or  she  should  see  that  the 
sensitive  mucous  membrane  of  the 
nose  is  properly  treated  two  or  three 
weeks  before  the  attack.  Proper  mas- 
sage of  the  mucous  membrane  of  the 
nose  is  very  beneficial.  In  addition 
care  should  be  taken  to  improve  the 
general  condition  of  the  individual  as 
much  as  possible  preceding  an  onset. 
The  nervous  system  may  be  toned  up 
and  the  nerves  quieted  by  cold  baths 
every  morning.  The  stomach  should 
be  kept  in  good  condition,  and  it  is  im- 
portant the  bowels  be  kept  open.  It 
is  also  well  to  have  your  physician 
prescribe  general  tonic  treatment  for 
two  or  three  weeks  in  advance  of  the 
expected  onset.  These  preparations 
will  fortify  the  system  and  have  it 
better  prepared  for  the  attack. 

During    the   attack    it   is    extremely 




important  that  all  dust  should  be 
avoided  insofar  as  practicable,  and  if  at 
all  possible,  the  rays  of  the  sun  should 
be  avoided.  Avoid  foods  that  are 
stimulating-  and  be  very  moderate  in 
taking  animal  foods.  Care  should  be 
taken  to  avoid  those  foods  having  a 
tendency  to  produce  acid  in  the  sys- 
tem, such  as  starches,  fats  and  liquors. 
There  may  be  taken  freely  soups, 
especially  the  clear  or  the  vegetable 
soups,  and  also  weak  beef  tea  or  broths. 
Fresh  fish  and  raw  oysters  make  an 
excellent  substitute  for  the  red  meats, 
which  should  certainly  not  be  taken 
oftener  than  once  a  day.  Mutton, 
chicken  or  underdone  roast  sweet- 
breads also  make  an  excellent  substi- 
tute for  heavier  meats.  The  white  of 
an  egg,  either  raw  or  shirred,  in  some 
drink,  such  as  lemonade,  is  palatable. 
Toast,  stale  bread,  bread  from  whole 
wheat,  rye  bread,  milk  toast,  rice 
crackers,  vegetables,  oranges,  lemons, 
apples,  apricots,  pears,  peaches,  cher- 
ries and  stewed  fruit  form  a  variety 
of  excellent  diet.  Water  should  be 
taken  in  abundance,  especially  in  be- 
tween meal  time.  Milk,  buttermilk, 
weak  tea  or  coffee,  without  sugar,  may 
also  be  taken. 

Foods  That  Should  Not  Be  Eaten. 
The  Hay  Fever  sufferer  should 
avoid  all  rich  soups,  hard  boiled  eggs, 
fried  foods  of  all  kinds,  pickles,  spices, 
veal,  pork,  duck,  goose,  salmon,  lobster, 
preserved,  dried  and  salted  meats ; 
salt  fish,  pickled  pork,  asparagus,  old 

peas,  beans,  tomatoes,  mushrooms, 
dried  fruit,  preserves,  pies,  pastries, 
rich  puddings,  new  bread,  cheese, 
sweetmeats,  strawberries,  rhubarb, 
cider,  sweet  wines  and  fermented 
drinks,  such  as  beer  and  ale. 

During  the  attack  it  is  of  advantage 
to  aid  the  elimination  by  taking  a 
small  dose  of  Epsom  Salts  or  Rochelle 
Salts  before  breakfast  and  again  at 
bedtime.  This  also  is  a  benefit  because 
of'tending  to  keep  the  system  alkaline. 
Light  suppers  should  be  eaten.  Dur- 
ing paroxysm  a  cold  bath  gives  great 
relief,  as  does  also  ice  cold  cloths  laid 
over  the  nose  and  eyes.  During  the 
attack  the  nose  and  nasal  passages 
should  be  left  alone.  It  only  aggra- 
vates the  congestion  in  the  nose  by 
using  sprays  at  that  time.  It  is  best 
to  keep  absolutely  quiet  and  better  to 
remain  in  bed.  Avoid  the  dust  and 
also  avoid  the  hot  rays  of  the  sun. 
Avoid  excitement  and  avoid  heavy 
eating  at  any  time.  Avoid  tampering 
with  the  nose  during  the  attack. 
Avoid  exposure  to  drafts,  but  use  a 
cold  bath  and  ice  cold  packs  over  the 
nose  and  eyes  during  the  attack. 

To  those  who  are  able  to  go  to  some 
climate  where  complete  relief  is  given 
them  during  the  Hay  Fever  season  this 
advice  is  not  of  benefit,  but  to  the  suf- 
ferer who  is  compelled  to  go  through 
the  torments  of  the  disease  at  home 
it  is  hoped  that  some  timely  sugges- 
tions mav  be  found  Herein. 

Employes  Are  Reaping   the  Benefit  of  the  Hospital 

Department  and  Are  Very  Appreciative 

of  Attention  Received 

Dubuque.   Iowa,   September   12.    1916. 
Dr.  G.  G.  Dowdall,  Chief  Surgeon, 

Chicago,  111. 
Dear  Doctor: 

I  was  injured  about  the  head  in  a  derailment  of  train  No.  72  on  the  Mississippi 
River  Bridge  at  Dubuque,  May  23,  1916.  After  treatment  in  a  local  hospital,  I  went 
into  the  Illinois  Central  Hospital  at  Chicago  for  further  examination  and  treatment, 
after  which  I  was  able  to  resume  my  duties  as  brakeman. 

I  wish  to  take  this  means  of  expressing  my  appreciation  for  the  kind  and  con- 
siderate treatment  received  at  the  hands  of  the  Hospital  Department,  both  at  Du- 
buque and  Chicago.  Very  truly  yours, 

(Signed)  John  T.  Hoeksma. 



William  J.  Collins 
Harley  U.  Richards 
Howard  W.  Hall 
Edward  F.  Chrisp 
Joe  Campbell 
Charles  Carney 
John  J.  Egger 
Augustus  T.  Franklin 

Engine  Time  Checker 
Gate  Tender 
Engine  Inspector 
Boiler  Inspector 
Asst.  Master  Mechanic 


Employed    Service 
Chicago  22  yrs. 

Cherokee  23  yrs. 
Council  Bluffs  16  yrs. 
Water  Valley  43  yrs. 
Caneyville  33  yrs. 
La  Salle  50  yrs. 

Centralia  53  yrs. 

Jackson  36  yrs. 

Date  of 



THE  subject  of  this  sketch  was  born 
March  9,  1851,  at  Salem,  Indiana. 
When  a  boy  he  worked   for  his   father 

as  carpenter  and  wood  worker.  When 
not  working  he  attended  school  and  re- 
ceived a  common  school  education.  At 
the  age  of  19  years  he  entered  the  serv- 
ice of  the  L.  N.  O.  &  C.  R.  R.  (now  the 
Monon)  as  fireman  and  was  promoted 
to  locomotive  engineer  when  about  21 
years  old. 

He  resigned  his  position  with  the  L. 
N.  O.  &  C.  R.  R.  the  latter  part  of  1882 
and  entered  the  service  of  the  C.  &  O. 
S.  W.  at  Elizabethtown,  Ky.,  January  1, 
1883,  as  engineer,  serving  that  company 
and  the  N.  N.  &  M.  V.  R.  R.  Co.  until 
taken  over  by  the  Illinois  Central.  He 
was  with  the  Illinois  Central  continuous- 
ly from  that  time  until  May  1,  1917, 
when  he  retired  from  active  service  and 
was  placed  on  the  pension  list. 

During  his  long  period  of  service 
from  1883  to  1917,  Engineer  Shelton 
states  that  he  was  never  off  duty  \°ry 
long  at  a  time.  He  took  one  30  days' 
vacation  visiting  relatives  in  the  west 
and  was  injured  in  accident  once,  caus- 
ing him  to  lose  a  few  months.  "Uncle 
Bud,"  as  he  was  familiarly  known,  was 
well  liked  by  all  enginemen  and  round- 
house employes  and  his  frequent  visits 
to  the  roundhouse  will  be  missed. 


Development  Bureau 

Harvesting  and   Utilizing  the    1917  Crop  in  Mississippi 
and    Louisiana 

By  J.  M.  Rigby,  Agriculturist 

TT  HERE  has  not  been  a  time  in  our 
•*•  country  since  the  War  Between  the 
States  when  more  attention  was  directed 
toward  the  conservation  of  food  and 
feed  crops  than  at  present.  Too  much 
stress  cannot  be  placed  upon  the  proper 
harvesting  and  handling  of  the  present 
crop.  With  favorable  seasons  from  now 
until  harvest  time,  the  south  will  raise 
the  biggest  corn  crop  in  its  history. 

The  farmers  and  business  men  should 
co-operate  fully  in  handling  this  crop 
without  waste  to  the  producer  and  over- 
charge to  the  consumer.  The  farmer 
should  utilize  every  part  of  the  crop.  If 
the  grain  is  to  be  saved  the  stalk  should 
be  cut  early  enough  to  be  utilized  for 
feed  after  grain  is  removed.  The  best 
way  of  feeding  the  dry  stalk  is  by  cutting 
it  into  stover.  Every  silo  should  be  filled 
to  capacity  where  live  stock  is  kept  in 
sufficient  numbers.  All  grain  should  be 
stored,  if  possible,  in  rat  proof  cribs  or 
bins  and  treated  to  carbon  bisulphide  to 
kill  weevils  and  prevent  destruction  by 

As  a  general  rule  the  best  method  of 
selling  corn  is  by  feeding  same  to  hogs 
or  other  forms  of  livestock  and  market- 
ing livestock;  however,  this  method  is 
not  always  practical  and  it  is  often  nec- 
essary to  sell  the  grain.  In  disposing  of 
corn  the  farmers  should  always  sell  in 
carload  lots  if  possible.  This  can  be  eas- 
ily done  where  farmers  will  co-operate 
and  ship  together  in  car  lots.  For  farm- 
ers having  corn  for  sale  this  fall,  ar- 
rangements should  be  made  at  once  for 
storing  at  least  part  of  the  crop  until  the 
market  needs  it.  Much  money  will  be 
lost  to  the  farmer  by  putting  all  of  this 
corn  on  the  market  at  harvest  time  when 
there  is  an  overplus  of  corn  to  be  had.  If 

the  farmers  in  a  community  are  not  in 
a  position  to  individually  store  their  corn, 
arrangements  in  many  instances  can  be 
made  with  warehouse  companies  to  store 
same  and  warehouse  receipts  issued  by 
which  money  may  be  obtained  until  pric- 
es are  satisfactory.  Co-operative  ware- 
houses are  in  use  in  many  parts  of  the 

It  is  very  important  that  the  hay  crop 
be  given  every  attention  possible,  as 
much  of  the  higher  priced  protein  feeds 
may  be  substituted  by  a  good  protein  hay, 
such  as  lespedeza,  peavine  hay,  alfalfa, 
etc..  More  native  and  mixed  hays  could  be 
?aved  than  ordinarily  is  saved,  thus  lib- 
erating more  first  class  hay  for  market. 
It  is  desirable  that  as  much  hay  as  pos- 
sible be  consumed  on  the  farm  by  live- 
stock, but  wherever  it  is  not  practical  to 
feed  the  entire  output  of  hay  on  the 
farm,  arrange  to  have  the  hay  carefully 
graded,  as  better  prices  can  be  had  for 
uniform  well  graded  hay  than  for  mixed 
hay  Plenty  of  storage  room  should  be 
provided  for  the  hay  crop,  as  it  is  not 
always  best  to  sell  hay  direct  from  the 
field.  In  fact,  better  prices  usually  pre- 
vail for  hay  in  late  winter  and  early 
spring  than  at  harvest  time. 

Two  important  crops  in  the  south  to 
be  harvested  this  fall  are  the  soy  bean 
and  velvet  bean.  These  crops  are  grow- 
ing mostly  in  the  rows  with  corn  and  can 
be  most  economically  harvested  and  most 
profitably  utilized  by  cattle  and  hogs. 
Both  crops  are  highly  nitrogenous  and 
very  valuable  feeds.  The  soy  bean  crop 
can  best  be  utilized  by  grazing  the  crop 
with  hogs  after  about  one-half  of  the 
beans  are  ripe.  The  hogs  may  then  be 
finished  for  market  on  corn.  The  velvet 
beans  may  be  grazed  after  frost 



or  picked  and  fed  to  dairy  or  beef  cattle  aid  the  farmers  in  utilizing  their  bean 

or  hogs.     It  is  especially  valuable  as  a  crop. 

dairy  feed.     In  many  places  velvet  bean  There  are  many  other  smaller  crops 

mills  are  being  erected  to  grind  the  beans  which  should  receive   careful  attention, 

and   hulls    into    feed.      Wherever   these  but  which  cannot  be  dealt  with  at  this 

mills  exist  the  farmers  have  a  ready  mar-  time.     As  a  good  policy  for  this  crop, 

ket    for   surplus   beans.     This   industry  "Let  us  save  everything  and  waste  noth- 

should  be  encouraged,  as  it  will  greatly  ing." 

Appointments  and  Promotions 

Effective  August  1,  1917,  at  a  meeting  of 
the  Board  of  Directors,  held  in  New  York, 
July  25,  1917,  Mr.  T.  J.  Foley  was  elected 
Vice  President  in  charge  of  Operation, 
Maintenance  and  Construction,  with  head- 
quarters at  Chicago,  vice  Mr.  W.  L.  Park, 
assigned  to  other  duties. 

Effective  August  1,  1917,  Mr.  A.  E.  Clift 
is  appointed  General  Manager,  with  head- 
quarters at  Chicago. 

Effective  August  1,  1917,  the  Lines  North 
of  the  Ohio  River  will  be  divided  into  two 
grand  divisions: 

Northern  Lines,  comprising  Chicago 
Terminal,  Illinois,  St.  Louis,  Indiana  and 
Springfield  Divisions. 

Western  Lines,  comprising  Wisconsin, 
Minnesota  and  Iowa  Divisions. 

Mr.  Lawrence  A.  Downs  is  appointed 
General  Superintendent  of  Northern  Lines 
with  office  at  Chicago. 

Mr.  Walter  S.  Williams  is  appointed 
General  Superintendent  of  Western  Lines, 
with  office  at  Waterloo,  Iowa. 

Effective  August  1,  1917,  Mr.  John  J. 
Pelley  is  appointed  General  Superintendent 
of  Southern  Lines,  with  office  at  New  Or- 
leans, La.,  vice  Mr.  Lawrence  A.  Downs, 

Effective  August  1,  1917,  Mr.  Victor  V. 
Boatner  is  appointed  Superintendent  of  the 
Memphis  Division,  vice  Mr.  John  J.  Pelley, 

Effective  Ausrust  1,  1917,  Air.  Floyd  Mays 
is  appointed  Superintendent  of  the  New 

Orleans  Division,  vice  Mr.  Victor  V.  Boat- 
ner, promoted. 

Effective  August  1,  1917,  Mr.  Arthur  M. 
Umshler  is  appointed  Terminal  Superin- 
tendent, with  headquarters  at  Chicago,  vice 
Mr.  Walter  S.  Williams,  promoted. 

Effective  August  1,  1917,  Mr.  Samuel  J. 
Hays  is  appointed  Terminal  Superinten- 
dent, with  headquarters  at  Memphis,  vice 
Capt.  John  M.  Walsh,  resigned  to  enter 
military  service. 

Effective  August  1,  1917,  Mr.  Clarence  R. 
Smith  is  appointed  Train  Master  Freight 
Service,  with  office  at  Fordham,  covering 
territory  South  Water  Street  to  Matteson, 
vice  Mr.  Arthur  M.  UYnshler,  promoted. 

Effective  August  1,  1917,  Mr.  Thomas 
Whitby  is  appointed  Train  Master,  with 
office  at  Fordham,  vice  Mr.  Clarence  R. 
Smith,  promoted. 

Effective  August  1,  1917,  Mr.  Robert  R. 
Nethercott  is  appointed  Terminal  Train 
Master,  with  headquarters  at  Memphis,  vice 
Mr.  Samuel  J.  Hays,  promoted. 

Effective  July  16,  1917,  Mr.  Houghton  L. 
Needham  is  appointed  master  mechanic  of 
the  Springfield  division  with  office  at  Clin- 
ton, Illinois,  vice  Mr.  William  O'Brien 

Effective  August  1,  1917,  Mr.  Hubbard  W. 
Williams  is  appointed  train  master  of  the 
Cairo  district,  with  headquarters  at  Fulton. 
Ky.,  vice  Mr.  Harry  B.  Dezonia,  assigned 
to  other  duties. 

Baggage  and  Mail  Traffic  Department 


So  much  tin  is  required  for  making 
war  material  that  the  supply  for  any 
other  purpose  is  very  limited.  It  may 
be  impossible  to  secure  an  adequate 
supply  of  milk  and  cream  cans  until  the 
end  of  the  war.  It  is  essential  that  the 
supply  of  tin  be  conserved  in  every  pos- 
sible way.  Dairy  farmers  and  transpor- 
tation agents  can  help  by  the  proper  use 
and  care  of  the  cans.  Don't  let  the  cans 
now  in  use  go  to  rack  and  ruin.  Farm- 
ers and  cream  buyers  should  intelligently 
use  and  care  for  their  cans.  This  means 
that  they  should  be  promptly  removed 
from  the  railroad  station  when  returned 
from  the  creamery.  Shippers  should  see 
that  they  get  their  own  cans  and  that 
they  do  not  take  any  cans  belonging  to 
other  shippers.  Railroad  agents  and 
train  baggagemen  should  see  that  milk 
cans  are  as  carefully  handled  as  they 
would  handle  their  own  property.  If  a 
can  is  put  off  at  the  wrong  station  the 
agent  should  immediately  forward  it  to 

the  proper  destination.  If  cans  are  re- 
ceived which  do  not  belong  to  a  station 
and  it  is  impossible  to  determine  the 
proper  destination  they  should  be  for- 
warded to  the  Manager  of  Baggage  and 
Mail  Traffic  properly  marked  to  show 
where  they  are  sent  from  and  when  and 
from  what  train  they  were  received.  An 
inadequate  supply  of  milk  cans  means  a 
curtailment  of  shipments  and,  conse- 
quently, a  decrease  in  the  Company's 
revenue.  Any  failure  on  the  part  of  our 
employes  to  properly  handle  milk  cans, 
both  in  respect  to  getting  them  to  desti- 
nation promptly  and  handling  them  so  as 
to  avoid  damage  or  deterioration,  af- 
fects the  interests  of  the  Company  ad- 
versely. Agents  should  urge  upon  ship- 
pers at  their  stations  the  necessity  of 
promptly  taking  charge  of  and  caring  for 
their  cans  and  until  delivered  to  owners 
the  cans  should  be  properly  cared  for 
and  protected  from  depredation  and 
weather  conditions. 


As  readers  of  this  magazine  have 
many  relatives  and  friends  serving  in 
the  United  States  army  in  Europe,  the 
following  will  be  of  interest  in  connec- 
tion with  sending  of  mail  to  them. 

The  regular  United  States  rate  of 
postage  will  apply  in  the  case  of  all  mail 
matter  addressed  to  any  member  of  Unit- 
ed States  forces  in  Europe,  but  partic- 
ular care  should  be  taken  to  see  that  the 
letter,  paper,  magazine  or  package  is 
fully  prepaid,  as  matter  which  is  not 
fully  prepaid  will  be  seriously  delayed. 

In  order  to  furnish  our  soldiers  in 
Europe  with  an  ample  supply  of  maga- 
zines, the  Post  Office  Department  has 
advised  publishers  to  print  the  following 
notice  on  the  front  cover  of  each  maga- 
zine : 

Notice   to    Reader 
When   you   finish   reading  this   maga- 


zine  place  a  one-cent  stamp  on  this  no- 
tice, hand  same  to  any  postal  employe 
and  it  will  be  placed  in  the  hands  of  our 
soldiers  or  sailors  at  the  front.  No 
wrapping;  no  address. 

Anyone  wishing  to  send  a  magazine 
to  a  particular  addressee  should,  of 
course,  wrap  same,  address  it  and  apply 
the  domestic  rate  of  postage,  which  on 
second  class  matter  (papers  and  maga- 
zines) is  one  cent  for  each  four  ounces 
or  fraction  thereof,  but  persons  desiring 
to  furnish  our  soldiers  with  reading 
matter  should  take  advantage  of  the  ar- 
rangement above  mentioned,  of  placing 
a  one-cent  stamp  on  any  magazine  hav- 
ing the  necessary  notice  as  per  copy 
above.  A  one-cent  stamp  is  sufficient 
for  any  one  magazine  forwarded  under 
this  special  offer  regardless  of  weight. 
The  government  will  distribute  all  such 
maeazines  equally  among  all  companies 
in  Europe. 

The  Banana 

Its  Food  Value  and   Importance  as  a  Source  of  the  Nation's  Food  Supply.     Wholesome 

Nutritious  and  Cheap.     What  Doctors,  Editors  and  Scientists  Say  —  Many 

Striking  Endorsements.     Bananas  Always  in  Season 

Price  Staple  and  Uniform. 

Dear  food  is  certain  to  be  an  affliction 
and  a  source  of  complaint  for  a  good  while 
(o  come.  People  already  talk  about  a  food 
dictator  on  the  German  and  English  plan 
for  this  country  of  abundant  production  and 
large  food  exports. 

In  that  connection  a  correspondent  points 
out  that  two  articles  of  food  arc  practically 
always  to  be  found  in  every  part  of  the 
United  States,  and  almost  always  at  a  low 
price  when  the  distance  which  they  are 
transported  is  taken  into  account.  The  two 
articles  are  oranges  and  bananas.  The 
price  of  the  latter,  in  fact,  is  almost  stable 
and  uniform  all  over  the  country  year  in 
and  year  out,  although  bananas  are  a  per- 
ishable product  and  are  shipped  thousands 
of  miles. 

Other  food  articles  that  are  distributed 
efficiently  will  occur  to  every  patron  of  a 
grocery,  because  the  distribution  is  intel- 
ligently organized.  Organization  and  culi- 
nary education  are  the  first  answers  to  the 
food  problem. — Saturday  Evening  Post,  April 
28,  1917. 


Envelope  Protects  It. 

Obvious  advantages  appear  in  articles  of 
food  that  are  packed  in  germ-proof  pack- 
ages, such  as  fruits  or  nuts  with  skins  or 
shells  so  impervious  to  germs  that  the 
enclosure  is  practically  sterile  no  matter 
what  happens  to  the  envelope.  The  phrase 
at  the  head  of  this  article  is  the  name  ap- 
plied by  an  editorial  writer  in  the  Journal 
of  the  American  Medical  Association  to 
the  ordinary  banana,  whose  skin,  he  says, 
is  "a  protective  environment  that  calls  for 
more  than  passing  mention."  The  banana, 
he  tells  us,  while  still  growing  in  popu- 
larity is  still  under-estimated  in  Ameri- 
can households,  largely  because  it  is  eaten 
when  not  fully  ripe. — Literary  Digest. 


Mayor  Mitchel's  Committee  on  Food  Sup- 
ply Makes  This  Suggestion. 

In  the  pamphlet  issued  by  Mayor  Mitch- 
el's  Committee  on  Food  Supply  (of  New 
York  City),  George  W.  Perkins,  chairman, 
bananas  are  referred  to  as  follows: 

"Bananas  contain  most  of  the  nourish- 
ment that  meat  does,  and  if  eaten  with 
bread  and  butter  make  an  excellent  lunch 
without  the  addition  of  meat.  Most  chil- 
dren prefer  banana  sandwiches  to  meat 
sandwiches,  and  they  cost  much  less." 


Ohio    Health    Officer    Strongly    Endorses 

The  banana  is  not  hard  to  digest  and 
is  very  palatable  either  raw,  baked  or 
fried,  declares  Health  Officer  Landis. 
Many  people  have  entertained  the  false 
belief  that  the  banana  is  not  digestible,  he 
says.  Dr.  Landis  fully  concurs  in  a  bulle- 
tin of  the  New  York  Board  of  Health  is- 
sued recently,  in  which  housewives  are  ad- 
vised to  utilize  apples,  bananas  and  oranges 
as  food.  The  fruits  contain  ^nineral  salts, 
so  they  may  be  used  as  substitutes  for 
vegetables.  In  part  the  New  York  bulle- 
tin reads: 

"Baked  apples,  unsweetened,  with  the  ad- 
dition of  a  little  butter  substitute  or  oil, 
may  be  used  with  meat  as  a  vegetable.  So 
may  unsweetened  fried  or  broiled  or 
roasted  slices  of  apple.  Apples  and  rice 
are  an  excellent  combination.  Apple 
dumplings  with  a  good  sauce  are  sufficient 
for  a  luncheon. 

"Bananas  and  oranges  are  usually  eaten 
raw,  and  in  this  form  they  are  quite  as 
valuable  as  in  any  other;  but  it  is  a  pity 
that  baked  and  fried  bananas  are  not  better 
known.  Oranges  that  are  too  small  and 
sour  to  be  eaten  raw  make  the  best  of 
marmalade.  Bananas  and  marmalade,  ba- 
nanas and  apple  sauce  are  pleasing  com- 
binations, and  all  of  them  are  very  fine  in 
combination  with  rice." — Cincinnati  Times- 
Star,  March  6,  1917. 


Higher    in    Food    Value    Than    Any    Other 
Fruit  —  Statistical     Comparison  —  Rich 
Yellow   of   Skin   Denotes   Full   Ripe- 
ness  and   Fitness  for  Food. 

Bananas  to  Take  Place  of  Potato  on  Your 


Bananas  Compared  With  Other  Fruits  and 

How     the     banana     equals     the     grape     in 
protein  value  and  surpasses  nearly  all  other 



fruits  and  excels  the  potato  in  percentage 
of  fat,  carbohydrates  and  calories  (heat 
units)  is  shown  in  the  following  official 
figures  from  the  American  Medical  Journal: 


-1  Protein 
•°  Per  cent 

3  Fat 
73  Per  cent 

^  Carbohydral 
o  Per  cent 

£  Calories 
•a  Per  cent 



1  6 

19  2 




20  1 



1  0 

0  8 

16  7 




0  5 

14  1 








0  8 

0  2 

11  6 





10  8 














Sweet    potatoes  






Dr.  Oscar  Bowling,  President  of  Louisiana 

State  Board  of  Health  and  Leading  Sani- 
tarian of  the  South,  in  an  Interview 
Proclaims  Banana  as  Cheapest  Food, 
Compares  it  for  Nutritive  Value 
with  Porterhouse   Steak. 

Dr.  Oscar  Bowling  has  proclaimed  bana- 
nas the  cheapest  food  on  the  market.  Po- 
tatoes and  onions  can  now  take  a  back 
seat  till  the  prices  come  down. 

The  average  price  of  bananas  in  New 
Orleans  is  two  cents  a  pound.  The  edible 
portion  of  the  banana  retails  at  a  frac- 
tion over  two  and  a  half  cents  a  pound. 

One  pound  of  the  edible  portion  con- 
tains 460  calories.  One  pound  of  porter- 
house steak  contains  1,300  calories. 

In  other  words,  two  and  three-quarters 
pounds  of  bananas,  peeled,  are  equal  to 
a  pound  of  porterhouse  steak. 

In  approximate  terms  one  dozen  bananas, 
the  average  price  of  which  in  New  Orleans 
is  seven  cents,  are  equal  to  one  pound  of 
porterhouse  steak  in  nutritive  value. 

"Now  that  potatoes  and  onions  have  gone 
up  so  much  in  price,"  said  Br.  Bowling, 
"the  public  should  turn  its  attention  to  the 
cheaper  foods  that  will  produce  the  same 

"Apples,  oranges  and  bananas  will  yield 
the  same  results  to  the  body  as  onions,  all 
but  the  smell  and  the  flavor.  A  pound  of 
apples,  counting  the  edible  portion,  yields 
290  food  units.  Bananas,  the  same  propor- 
tion, yield  460,  oranges  yield  240,  while 
onions,  which  are  now  so  expensive,  yield 
only  220. 

"It  will  be  seen  by  these  figures  that  the 
banana,  which  is  so  cheap  here,  is  one 
means  that  we  have  of  meeting  the  high 
prices  of  other  foods, 

"It  has  been  said  the  banana  constitutes 
a  perfect  food  ration.  I  have  never  ex- 
perimented to  ascertain  the  truth  of  this, 
but  I  have  had  several  persons  tell  me 
they  lived  on  bananas  alone  for  some  time 
to  test  this  theory  and  that  the  results,  if 
anything,  have  been  beneficial. 

"It  is  a  pity  that  people  do  not  learn 
more  about  the  banana.  There  was  a  variety 
of  ways  of  cooking  them  so  as  to  make 
a  change  in  the  flavor  and  to  avoid  jading 
the  palate  with  continually  the  same  thing. 
I  am  told  that  bananas  can  be  fried  like 
potatoes,  and  when  they  are  not  over-ripe 
produce  almost  the  same  flavor. 

"If  our  people  would  learn  to  take  ad- 
vantage of  the  cheaper  foods  when  others 
rise  in  price  we  would  go  a  long  way 
toward  cutting  down  the  high  cost  of  liv- 
ing."— New  Orleans  Item,  March  11,  1917. 


The  banana  is  the  lunch  of  the  common 
people.— Toledo  (Ohio)   Blade. 


The  food  that  is  cheaper  than  any  other 
fruit  food  to  be  had  in  the  country  and 
that  costs  so  little  that  it  js  called  the  food 
of  the  poor  man. — Williamsport  (Pa.)  Bul- 


The  banana,  in  a  word,  has  become  the 
poor  man's  fruit,  because  of  its  cheapness 
and  nutritive  values. — Peoria  (111.)  Star. 


The  hungry  child  can  purchase  one  for 
a  penny.  The  poor  man  can  make  a  sat- 
isfactory breakfast  of  two  or  three  of  them, 
served  with  milk. — Scranton  Tribune. 


Bananas  are  centainly  not  a  luxury,  for 
they  are  the  cheapest  fruit  that  we  have. — 
Portland  (Me.)  Press. 


If  there  is  any  fruit  that  is  looked  on  by 
Americans,  high  and  low,  rich  and  poor,  as 
a  necessity,  it  is  the  banana.  It  is  en- 
dorsed by  the  palate,  the  doctors,  the  food 
cranks,  and  the  pocketbook. — Betroit  Free 


A  fruit  which  has  become  a  common  ar- 
ticle  of    food. — Providence    (R.    I.)    Bulletin. 


The  banana  is  a  palatable,  nutritious,  all- 
the-vear-round  fruit,  and  it  is  within  the 
reach  of  even  the  most  modest  purse.  It 
frequently  has  been  called  "the  poor  man's 
fruit"  because  of  its  food  value  and  its 
cheapness, — Fall  River  (M??s.)  Herald. 


Now  regarded  as  a  valuable  food  adjunct, 
instead    of    a    luxury. — Rochester     (N.    Y.) 



Eighty-five  per  cent,  of  all  of  the  bananas 
of  the  world  are  consumed  in  the  United 
States  where  they  are  not  grown. — Lyons 
(N.Y.)  Republican. 


Bananas  are  largely  consumed  by  the 
average  citizen,  and  their  price  has  been 
kept  down  very  reasonably  for  years. — 
Boston  Post. 


The  banana  occupies  a  unique  position. 
It  is  in  a  broad  view  more  a  food  than  a 
fruit,  and  in  no  sense  to  be  considered  a 
luxury.  It  is  essentially  a  food  product  for 
the  poor  man,  and,  except  in  sporadic  cases, 
is  to  a  great  degree  neglected  or  condemned 
by  the  rich.  With  the  working  classes  it 
is  one  of  the  staples.  With  the  richer  about 
as  far  as  it  goes  is  as  an  occasional  break- 
fast dish,  when  other  more  expensive  fruits 
have  palled,  or,  far  more  often,  as  a  table 
decoration  to  remain  untouched  at  the  close 
of  a  costly  multi-coursed  dinner. — The  Fruit- 
man's  Guide,  New  York. 


It  is  well  known  that  under  the  masterly 
marketing  methods  of  the  United  Fruit 
Company  the  banana  has  become  a  national 
food  and  even  international. — Hartford, 
C  our  ant. 


The  banana  is  the  only  fruit  found  on 
the  table  of  families  with  small  incomes. — . 
Mobile  Item. 

The  banana  is  fit  to  eat  as  soon  as  it  has 
lost  all  the  green  color,  and  remains  fit  no 
matter  how  black  it  may  be.  so  long  as  the 
skin  is  unbroken;  for  until  the  latter  occurs 
there  can  be  no  admission  of  air  and  no 
decomposition. — The  New  York  Sunda\  Tele- 


Whether  viewed  from  the  standpoint  of 
the  dealer  or  the  consumer,  there  is  no 
doubt  about  the  banana  being  an  important 
food  product. — Ansonia  (Conn.)  Sentinel. 

An   imported   food  which   has  become,  in 
the    view    of    millions,    a    table    necessity.— 
Beaver  Falls   (Pa.)   Tribune. 


One   of  the  most  common  and  nutritious 
articles  of  food. — Boston  Commercial  Bulletin. 


The  banana  is  the  only  food  product 
which  has  not  risen  in  price  in  the  last 
twenty  years.  All  other  food  products  have 
advanced,  and  many  have  doubled  and 
quadrupled  in  cost. — Scientific  American. 


The  price  of  bananas  is  such  that  they  are 
within  the  reach  of  the  poorest  man. 

— Indianapolis   (Ind.)   Star. 

The    banana    is    the    fruit    of    the    man    of 
small   means.     It  is  a  food  and  not  a  fad. 
Fort  Worth   (Tex.)  Record. 


The  banana  alone  of  all  food  products  has 
not  been  influenced  by  the  high-cost-of-living 
tendency. — Framingham  (Mass.)  Tribune. 


Millions, of   school-children  are  heavy   con- 
sumers   of   a    fruit   which   can    now    be   pur- 
chased   at    very    reasonable    prices. 
— Fruit  Trade  Journal  and  Produce  Record. 


Americans  used  to  be  called  a  nation  of 
pie-eaters.  Today  a  more  appropriate  term 
would  be  a  nation  of  banana-eaters. 

— Chicago  Journal. 


If  there  is  any  single  article  which  is  par- 
ticularly the  poor  man's  diet,  it  is  bananas. 
— Louisville  Herald. 

Enough  bananas  were  imported  into  the 
United  States  last  year  to  encircle  the  earth 
over  seven  times. 

Meritorious  Sorvico 

Favorable  mention  is  made  of  the 
following  conductors  and  gatekeepers 
for  their  special  efforts  in  lifting  and 

preventing  the  use  of  irregular  trans- 
portation in  connection  with  which  re- 
ports (Form  972)  were  rendered  to  the 



Eyes  are 
Exposed  to 
Wind,  Dust 
and  Alkali 

The  Rush  of  Air,  created  by  the 
swiftly-moving  train,  is  heavily 
laden  with  coal-smoke,  gas  and 
dust,  and  it  is  a  wonder  that  train- 
men retain  their  normal  Eye-sight 
as  long  as  they  do. 

Murine  Eye  Remedy  is  a  Con- 
venient and  Pleasant  Lotion  and 
should  be  applied  follow- 
ing other  ablutions. 

Murine  relieves 
Soreness,  Redness 
and  Granulation. 

Druggists  supply  Murine 
at  50c  per  bottle. 

The  Murine  Eye  Remedy  Co., 
Chicago,  will  mail  Book  of 
the  Eye  Free  upon  request. 

auditor  of  passenger  receipts,  who,  in 
cases  of  this  kind,  advises  the  other  de- 
partments concerned,  so  that  proper  ac- 
tion may  be  taken,  all  pass  irregularities 
being  brought  to  the  attention  of  the 
vice  president. 


During  June  the  following  suburban 
gatekeepers  lifted  commutation  tickets 
account  having  expired  or  being  in  im- 
proper hands : 

Margaret  Heldenbrand 

Daisy  Emery 

R.  J.  Fraher 

Suburban  Conductor  W.  H.  Gerry  on 
train  No.  706,  June  20,  declined  to  honor 
returning  portion  of  card  ticket,  account 
having  expired  and  collected  cash  fare. 
Passenger  was  referred  to  Passenger 
Department  for  refund  on  ticket. 

Conductor  D.  S.  Wiegel,  on  train  No. 
23,  June  2,  No.  25,  June  30  declined  to 
honor  card  tickets,  account  having  ex- 

pired and  collected  cash  fares.  Pas- 
sengers were  referred  to  passenger  de- 
partment for  refund  on  tickets. 

On  train  No.  24,  June  19,  he  declined 
to  honor  card  ticket,  account  date  of 
sale  having  been  altered  and  collected 
cash  fare. 

Conductor  H.  B.  Jacks,  during  June, 
1917,  declined  to  honor  a  number  of  card 
tickets,  account  having  expired,  and  col- 
lected cash  fares.  Passengers  were  refer- 
red to  passenger  department,  for  refund 
on  tickets. 

On  train  No.  26,  June  27,  he  declined 
to  honor  going  portion  of  ticket,  account 
the  returning  portion  being  missing;  also 
lifted  trip  pass,  account  having  been  al- 
tered and  collected  cash  fares. 

St.  Louis  Division 
Conductor  C.  T.  Harris,  on  train  No. 
5-305,  June  18,  declined  to  honor  trip 
pass,    account   not   being   countersigned 
and  collected  cash  fare. 

P/ione  Hyde  Park  4400 

64--  St.  and  University  Av. 

Popular  Price 
Family  Hotel 
American  Plan 


Single    $  8  5P  to   $14  2? pet-  weeL 
Double    16  2P  to     1J  ^per  weeL 

Four  blocks  from  new  63~  Street 
depot  and  office  building 



Indiana  Division 

Conductor  J.  Trott,  on  train  No.  204, 
June  2,  lifted  going  portion  of  employe's 
trip  pass,  account  the  returning  portion 
being  missing  and  collected  cash  fare. 
Wisconsin  Division 

Conductor  F.  Benkert,  on  train  No.  29, 
June  3,  declined  to  honor  card  ticket, 
account  having  expired  and  collected 
cash  fare.  Passenger  was  referred  -to 
passenger  department  for  refund  on 

Conductor  J.  P.  Reece,  on  train  No. 
120,  June  9,  lifted  expired  card  ticket 
from  passenger  who'  admitted  having 
previously  secured  transportation  on 
same  and  collected  cash  fare. 

Conductor  J.  H.  Quinlan,  on  train,  No. 
11,  June  16,  declined  to  honor  card 
ticket,  account  of  having  expired  and 
collected  cash  fare.  Passenger  was  re- 
ferred to  passenger  department  for  re- 
fund on  ticket. 

Conductor  W.  R.  Spear,  on  train  No. 
215,  June  23,  declined  to  honor  card 
ticket,  account  having  expired  and  col- 
lected cash  fare.  Passenger  was  referred 
to  passenger  department  for  refund  on 

Conductor  J.  T.  Birkmeyer,  on  train 
No.  13,  June  26,  declined  to  honor  foreign 
interline  ticket,  account  having  expired 
and  collected  cash  fare.  Passenger  was 
referred  to  passenger  department  for 
refund  on  ticket. 

Kentucky  Division 

Conductor  M.  J.  Kierce,  on  train  321, 
June  25,  lifted  mileage  book,  account  be- 
ing in  improper  hands  and  collected  cash 

Tennessee   Division 

Conductor  J.  E.  Nelson,  on  train  No. 
1,  June  5,  lifted  annual  pass,  account  be- 
ing in  improper  hands  and  collected  cash 

Mississippi   Division 

Conductor  J.  T.  Nason,  on  train  No. 
34,  June  1,  declined  to  honor  mileage 
book,  account  having  expired  and  col- 
lected cash  fare. 

Conductor  M.  N.  Ragsdale,  on  train 
No.  24,  June  6,  lifted  employe's  trip 
pass,  account  being  in  improper  hands. 

Passenger  refused  to  pay  fare  and  was 
required  to  leave  the  train. 

Conductor  T.  W.  Merriwether,  on 
train  No.  123,  June  11,  lifted  mileage 
book,  account  having  expired  and  col- 
lected cash  fare. 

Louisiana  Division 

Conductor  M.  Kennedy,  on  train  No. 
331,  June  1,  declined  to  honor  mileage 
book,  account  having  expired  and  col- 
lected cash  fare. 

Conductor  R.  E.  Mclnturff,  on  train 
No.  35,  June  4  and  June  28,  declined  to 
honor  card  tickets,  account  having  ex- 
pired and  collected  cash  fares. 

On  train  No.  23,  June  5,  he  declined 
to  honor  card  ticket,  account  date  of 
sale  having  been  altered  and  collected 
cash  fare. 

Colonial  Hotel 

£325  Kenwood  dv. 

•PAonc  Widway  162G 




$4°°  to  $7.^°    <Per<WeeL 

One  block  from  new  63r-St. 
office  building  and  depot.. 

OscarEfflesibwy,  Mgr. 

Free  to  Oar  Reader* 

Write  Marine  Eye  Remedy  Co.,  Chicago,  R* 
43-page  illustrated  Eye  Book  Free.  Write  all 
about  Your  Eye  Trouble  and  they  -will  advis« 
as  to  the  Proper  Application  of  the  Murin* 
Eye  Remedies  in  Your  Special  Case.  Your 
Druggist  will  tell  you  that  Murine  Relievea 
Sore  Eyes,  Strengthens  Weak  Eyes.  Doesn't 
Smart,  Soothes  Eye  Pain,  and  sells  for  60c. 
Try  It  in  Your  Eyes  and  in  Baby's  Eyea  fof 
Scaly  Eyelids  and  Granulatiou. 


On  train  No.  35,  June  28,  he  lifted 
30  trip  family  ticket,  account  being  in 
improper  hands  and  collected  cash  fare. 

Conductor  E.  S.  Sharp,  on  train  No. 
314,  June  22,  lifted  mileage  book,  account 
being  in  improper  hands  and  collected 
cash  fare. 

Conductor  A.  E.  Broas,  train  No.  4, 
June  22,  lifted  mileage  book,  account 
being  in  improper  hands  and  collected 
cash  fare. 

Conductor  L.  E.  Barnes,  on  train  No. 
34,  June  23,  lifted  54  ride  monthly  com- 
mutation ticket,  account  being  in  im- 
proper hands.  Passenger  refused  to  pay 
fare  and  was  required  to  leave  the  train. 

Memphis  Division 

Conductor  J.  S.  Lee,  on  train,  No. 
401,  June  20,  lifted  employe's  term  pass 
account  being  in  improper  hands  and 
collected  cash  fare. 

New  Orleans  Division 

Conductor  Chas.  Gore,  on  train  No. 
733-33,  June  3,  lifted  employe's  trip 
pass,  account  being  in  improper  hands. 
Passenger  refused  to  pay  fare  and  was 
required  to  leave  the  train. 




Indiana  Division. 

Miss  Harriett  Bledsoe  has  accepted  posi- 
tion in  office  of  Master  Mechanic  as  sten- 

Mr.  H.  F.  Runge.  general  foreman,  an-i 
family  spent  their  vacation  visiting  rela- 
tives in  Paducah,  Ky. 

Mr.  J.  N.  Hardwick,  chief  accountant  in 
store  department,  wife  and  son  "Billy," 
spent  their  vacation  visiting  relatives  in 
Osawatomie,  Kan. 

Mr.  C.  C.  Powers,  general  car  foreman, 
and  Mr.  W.  M.  Ballard,  lead  piecework 
checker,  are  interested  in  gardening.  They 
have  a  small  spot  near  shop  where  they 
planted  tomatoes  and  it  is  claimed  to  be 
the  best  crop  in  this  vicinity.  The  num- 
ber of  tomatoes  were  counted  on  one  vine 
and  was  found  to  have  33  tomatoes. 

Wisconsin  Division. 

Claim  Agent  Roy  W.  Condit  wore  an 
unusually  broad  smile  when  he  dropped  into 
his  office  this  morning  (Tuesday,  July  31st) 
and  immediately  started  passing  around 
the  cigars.  What  was  the  occasion?  Roy 
said  it  was  an  eight-pound  baby  boy.  That's 

Effective  August  1st,  Mr.  George  A.  King 
was  appointed  road  supervisor,  South 
Amboy  District,  territory  North  Switch 


Watch  Inspector's  Report 

a  South  Bend  Testimonial 

It's  the  remarkable  accuracy  of  South  Bend 
Watches  that  makes  them  stand  out  from 
the  watch  inspector's  report. 

The  dependability  and  service  of  these 
watches  is  but  the  natural  result  of  excep- 
tional skill  and  care  in  manufacture. 

So  great  is  our  confidence  in  them,  so  fine 
their  record  of  performance,  that  each  one 
is  backed  by 

A  Guarantee 
No  Other  Watch  Maker  Gives 

South  Bend  Watches  are  not  only  guaran- 
teed to  meet  the  requirements  of  the  road 
you  now  work  on,  but  any  road  to  which  you 
may  transfer  within  five  years  after  purchase. 

You  will  find  these  remarkable  watches  at 
your  jeweler's,  distinguished  by  the  Purple 
Ribbon  of  Quality. 


2C8  Studebaker  St.  South  Bend,  Ind.   mention   this   magazine   when  writing  to   advertisers. 



Midway  Yard  to  Mile  Post  776,  with  head- 
quarters at  La  Salle,  111.,  vice  Mr.  Charles 
C.  Carney,  retired  on  pension. 

Effective  July  25th,  Mr.  Andrew  G. 
Howerton  was  appointed  supervisor  of 
bridges  and  buildings  of  the  Wisconsin 
Division,  with  headquarters  at  Frceport, 
ill.,  succeeding  Mr.  Robert  J.  McKee,  de- 

Minnesota  Division 

Mr.  H.  S.  Symons,  Asst.  Chief  Clerk  to 
the  General  Superintendent  at  Chicago, 
spent  Sunday,  July  8th,  in  Dubuque.  It 
was  Mr.  Symon's  first  visit  to  the  City  of 
Seven  Hills  and  he  was  much  impressed 
with  its  beautiful  scenery.  After  spending 
the  morning  hours  viewing  the  city,  he  was 
entertained  by  the  Raspberry  Outing  Club 
at  their  summer  cottage. 

Miss  Esther  McLaughlin,  Train  Master's 
Clerk  at  Dubuque,  spent  the  Fourth  in 
Carbondale,  111.,  visiting  with  Mr.  and  Mrs. 
Wm.  Atwill. 

Cyril  Cooney,  better  known  as  "Cy"  who 
has  been  messenger  in  the  Superintendent's 
office  at  Dubuque  since  Aug.  1,  1916,  has 
been  promoted  to  Night  Bill  Clerk  in  the 
Freight  House,  effective  July  25th.  His 
successor's  name  is  Wm.  McFarland. 

Miss  Florence  McShane,  Secretary  to  the 
Superintendent  at  Mattoon,  111.,  spent  part 
of  her  vacation  visiting  friends  in  Dubuque. 
She  left  Dubuque  on  the  25th  for  Toledo, 
Ohio,  where  she  expects  to  remain  until 
about  August  1st. 

Mr.  Fergus  J.  O'Connor,  who  has  been 
employed  as  OS&D  Clerk  in  the  freight 
office  in  Dubuque  for  the  past  couple  of 
years,  has  accepted  a  position  as  Cashier 
with  the  Fruit  Dispatch  Company  at  Du- 

The  home  of  O.  J.  Oster,  Stenographer 
to  the  Superintendent's  Chief  Clerk  at  Du- 
buque. has  been  made  extremely  happy  by 
a  visit  from  the  stork,  bringing  with  it  an 
eight  pound  boy.  Congratulations,  Alike. 

Miss  Lillian  Gunstead,  Stenographer  in 
the  Master  Mechanic's  office  at  Waterloo 
Shops,  has  returned  from  her  vacation,  the 
first  part  of  which  she  spent  visiting  in 
Minneapolis.  Later,  she  and  a  party  of 
friends  took  an  extensive  auto  trip  through 
North  Dakota,  enjoying  the  beauties  of 
nature,  particularly  so  on  their  trip  through 
the  Bad  Lands,  although  the  heat  crossing 
there  was  quite  intense.  She  also  spent  a 
few  days  in  the  vicinity  of  Mott,  North 
Dakota,  and  visited  the  Black  Buttes.  Miss 
Gunstead  expressed  herself  as  having  had 
a  very  enjoyable  trip. 

Driver  Agents  Wanted 

Five-Pass.,  34.7  H.  P.  : 

82x81-2  Tin* 

ve  and  demonstrate  the  Bush  Car.  Pay  for 
"  it  out  of  your  commissions  on  sales,  my 
i  agents  are  making  money. 
•*  Shipment*  are  prompt. 
Bush  Cars  guaran- 
teed or  money  back. 
Write  at  once  for 
my>  4?-P««?  catalog 
and  all  particulars. 

/U4-lnch  Wheelbase 
v».vJ  Ignition-Elect.  Stg.&Ltg. 

BUSH  MOTOR  COMPANY.  Bush  Temple.  Chicago,  111.  t 


Will  sacrifice  attractive  six  room  Bung- 
alow at  Flossmoor,  111.  Electric  Light, 
Gas,  Screened-in  Porch,  Beautiivi 
Grounds,  Trees,  Shrubs,  Small  Barn- 
adjacent  to  four  golf  clubs. 
G.  L.  CONLEY,  1018—72  W.  Adams  St. 

Mr.  K.  G.  Crowther,  Chief  Accountant 
in  the  Master  Mechanic's  office,  Waterloo, 
and  wife,  are  spending  their  vacation  in 
Colorado.  When  last  heard  from  they 
were  taking  a  trip  through  Granite  Canyon 
on  the  Colorado  Midland. 

Arthur  Ziesiness,  Timekeeper,  .Water- 
loo Shops,  has  returned  from  his  vacation 
which  was  spent  in  Missouri,  visiting  his 
parents.  In  connection  with  the  high  cost 
of  living,  Mr.  Ziesiness  says  that  the  pros- 
pects for  abundant  crops  in  that  section  of 
the  country  were  never  better. 

Mr.  E.  L.  Fox,  Tool  Room  Foreman  at 
Waterloo,  has  been  transferred  to  a  similar 
position  at  Burnside  Shops.  Machinist  N. 
W.  Johnson  at  Waterloo,  has  been  appoint- 
ed to  the  position  left  vacant  by  Mr.  Fox. 

Mr.  J.  E.  Miller,  formerly  employed  as 
Asst.  Engineer,  22d  street,  Chicago,  has 
been  transferred  to  Waterloo  Shops  as 
Chief  Engineer,  succeeding  Mr.  H.  C. 
Schultz,  resigned  to  engage  in  other  busi- 

Warehouse  Foreman  Lou  Black,  of  Cedar 
Rapids,  Past  Consul  of  the  M.  W.  A.,  has 
returned  from  the  M.  W  A.  convention  at 


Ten  room  house  with  private  garage  (front 
entrance),  large  yard,  porch,  beautiful  trees 
and  shrubs,  also  barn  and  garage  on  rear  which 
rents  for  $25.  One  block  from  67th  and  three 
from  63rd  St.  station  I.  C.  R.  R.  Terms  if  de- 
sired. H.  F.  Barndt,  6612  Kenwood  Ave.  Phone 
Hyde  Park  944. 


I  offer  a  genuine,  guaranteed  remedy  for  tobacco  or  snuff  habit.  In  72  hours.  It  is  mild,  pleasant,  strengthening.  Over- 
comes that  peculiar  nervousness  and  craving  for  cigarettes,  cigars,  pipe,  chewing  tobacco  or  snuff.  One  man  in  10  can 
use  tobacco  without  apparent  injury;  to  the  other  9  it  is  poisonous  and  seriously  Injurious  to  health  in  several  ways,  causing 
such  disorders  as  nervous  dyipepsia,  sleeplessness,  '-•:>-.  belching,  gnawing,  or  other  uncomfortable  sensation  in  _  _  _  _ 
stomach:  constipation,  headache,  weak  eyes,  loos  of  vigor,  red  spots  on  skin,  throat  Irritation,  STOP 
until  mil.  bronchitis,  heart  failure,  lung  trouble,  catarrh,  melancholy,  neurasthenia,  impotency,  lost  RMIMIMR 

I  of  memory  ;and  will  power,  impure  (poisoned)  blood,  rheumatism,  lumbago,  sciatica,  neutritis,  heartburn,  torpid    "     '  * 

llrer,  loss  of  appetite,  bad  teeth,  foul  breath,  ennervation,  lassitude,  lack  of  ambition,  falling  out  of  hair,  baldness,  and  YOUR 
many  other  disorders.  It  Is  unsafe  and  torturing  to  attempt  to  care  yourself  of  tobacco  or  snuff  habit  by  stfdden  stopping—  I  I  p  p 
Wp«pPY  don't  doit.  The  correct  method  is  to  eliminate  the  nicotine  poison  from  the  system,  strengthen  the  weakened,  fc  i  sr  • 
V  Ei  U  II  C  I  irritated  membranes  and  nerves  and  genuinely  overcome  the  craving.  You  can  quit  tobacco  and  enjov  yourself  a  thousand  times 
C»  ff  f  better  while  feeling  always  in  robust  health.  My  FREE  book  tells  all  about  the  wonderful  8  days  Method.  Inexpensive,  re- 
•T  TV  •&  Ci  liable.  Also  Secret  Method  for  conquering  habit  in  another  without  his  knowledge.  Full  particulars  including  my  book 
on  Tobacco  and  Snuff  Habit  mailed  in  plain  wrapper,  free.  Don't  delay.  Keep  thii;  show  to  others.  This  advt.  may  not  appear  aenin. 

iieniiQ.irroaimokeorchew.  Address:  EDW.J.  WOODS,      189  W,      Station    E,  New  York,  N .  Y 

Please  mention   this  magazine  when  writing  to   advertisers 

Illinois    Central 


September      i  9  '  *? 

SEP  3  § 

jfotice  to  Reader 

stamp  on  this  notice,  hand  same  to  any  postal  employe  and 
11  mil  be  placed  in  the  hands  of  our  soldiers  01  sailors  at 
the  front 
No  Wrapping  -  No  Address 


Stifel's  Indigo  Cloth 

Standard  for  over  75  years 

For  Men's  Overalls,  Jumpers  and  Uniforms 

Miss  Stifel  Indigo  Cloth 

the  kid  glove  finish  fabric  for 

Women's  Overalls  and  Work  Clothes 

Look  for  the  boot  trade  mark  on  the  back  of 
the  cloth  inside  the  garment  before  you  buy, 
it  is  your  guarantee  of  the  genuine. 

J.  L.  STIFEL  &  SONS 


Spencer  Otis  Company 


Chicago,    N«w  York    and    St.   Louis 

P.  W.  NAGFL         Established  1865        H.  L.  MEYER 

NAGEL  &  MEYER,  Jewelers 

Third  and  Broadway  PADDCAH,  KY. 

Expert  watchmakers  (only)  employed  to  care  for 
your  watches.  Ball  and  other  popular  makes  of 
railroad  watches  for  your  selection. 

New  York 


St.  Louis 

James  Stewart  &  Company,  Incorporated 

Engineers  &  Contractors  Westminster  Building,  Chicago 

Grain  Elevator  Designing  &  Construction  General  Construction 

Oklahoma  City 

Salt  Lake 





A  new  type  that  may  be 
safely  relied  upon  under 
all    conditions    of    mod- 
em   locomotive  service. 

The  new  form  of  "DISC"  glass  is  unbreakable  so 
far  as  human  agency  can  provide.  Danger  to 
engmemen  and  delays  to  trains,  resulting  from  break- 
age, has  been  practically  eliminated. 

Every  lubricator  conforms  to  our  high  standard 
of  material  and  workmanship  and  is  subjected  to 
tests  of  extreme  severity  before  shipment. 

Descriptive  Catalogue  on  Request. 

Nathan  Manufacturing  Co. 

Injecton  and  Attachments 
Lubricators  and  Oilers 
Engine  and  Boiler  Fitting* 

85-93  Liberty  St.,  NEW  YORK 

Western  Office:  1612  Old  Colony  Bldg.,    Chicago 


Insulated  Wires  and  Cables 

Be  guided  by  facts,  not  theo- 
ries— by  performance  records, 
not  claims  —  by  experience, 
not  prophecy.  Every  consid- 
eration points  straight  to 
KERITE  for  permanently 
satisfactory  and  economical 








Grantley  B.  Harper — Frontispiece. 

President     Markham's     Concluding    Letter    in    James     Case 

Controversy    9 

Public  Opinion 13 

Louisville,    Ky 18 

Military  Department 24 

Engineering   Department 

Draw  Bridge  Over  New  Basin  Canal  at  New  Orleans....  29 
Freight  Traffic  Department 

Some  Facts  and  Figures  About  Arkansas 32 

Hospital  Department 

Conserve   the    Food    Supply 36 

Accounting  Department  s 

Car  Accounting 1 38 

Safety  First 41 

Transportation   Department 

Help  Win  the  War  at  Home 42 

Roll  of  Honor 45 

Judge  Edward  Mayes 46 

Law  Department 49 

Claims    Department 54 

Passenger   Traffic    Department 63 

Appointments  and   Promotions 70 

Contributions   from   Employes 

The    Humble    Puncher 72 

A    Costly   Evil 73 

There    Is    No    Car    Shortage 74 

A  Weighty  Subject 75 

Address    of    S.    H.    Park,    Section    Foreman,    Tennessee 
Division,  at   Maintenance-of-Way  Meeting,   Fulton,   Ky..  76 

Safety,   Economy   and    Efficiency 77 

A  Letter  from  a  Former  Employe 78 

Complimentary  to  Mr.  Frank  T.  Mooney 79 

Intercommunication  or  the  Democratization  of  Knowledge..  81 

Local  Talent   and    Exchanges 86 

Meritorious    Service 88 

A    Laugh    or   Two .". 91 

Division  News 92 

Published  monthly  by  the  Illinois  Central  12.12,.  G>..  in  the 

interest   of  the  Company  and  its  ^4CSD    Employes 

Advertising     Rates    on    Application 

Office  1200  Michigan  Av_  Telephone  Wakask  2200 

Chicago  Local  35 

...  15$  per  copy,  $13?  per  year  ... 


General    Development    Agent    Illinois    Central    Railroad    Company, 

Yazoo  &  Mississippi  Valley  Railroad  Company, 

Chicago,  111. 

T^NTERED  railroad  service  with  the  Yazoo  &  Mississippi  Valley 
f-*  Railroad  in  1887,  as  freight  clerk,  at  Natchez,  Miss.  Was  assigned 
to  train  service  in  1888,  becoming  conductor  October,  1889.  Was  in 
machinery  department  from  June,  1890,  to  June,  1903;  freight  con- 
ductor to  June,  1905;  agent  at  Harriston  to  November,  1906;  travel- 
ing passenger  agent  to  November,  1907;  traveling  industrial  agent 
and  city  passenger  agent  at  Birmingham  and  agent»at  Natchez,  Miss., 
to  March,  1910;  assistant  industrial  and  immigration  commissioner  at 
Memphis,  to  June,  1917.  Appointed  general  development  agent  at 
Chicago,  June  15,  1917. 



Vol.  6  SEPTEMBER,  1917  No.  3 

President   Markham's   Concluding    Letter   in   James 

Case  Controversy 

From  The  Sumner  (Miss.)  Sentinel, 

July  26,  1917. 
To  the  People  of  Tallahatchie  County: 

I  ask  your  indulgence  once  more,  to  the  extent  of  a  reply  to  the  tirade 
of  Mr.  H.  L.  Gary,  which  appeared  in  the  Tallahatchie  county  newspapers  of 
the  12th  inst.,  and  which  was  a  fair  sample  of  a  jury  speech  made  by  some 
lawyers  in  damage  suits  against  the  railroad.  You  perhaps  noticed  that  Mr. 
Gary  said  very  little  about  the  James  case  and  a  great  deal  about  side  issues; 
that  apparently  he  labored  hard  to  detract  your  attention  from  the  James  case 
by  attracting  it  to  other  things.  That  is  a  part  of  the  system  under  which  rail- 
road revenues  are  frequently  made  to  suffer.  Mr.  Gary  did  not  say  a  word  to 
you  about  Mr.  Alex  Smith,  whom  he  eulogized  in  his  published  letter  of  June 
6th  and  some  of  whose  testimony  I  quoted  from  the  record  in  my  reply.  He 
found  it  convenient  to  drop  Mr.  Smith  from  the  discussion  and  he  dropped 
him  without  any  ceremony,  although  Mr.  Smith  was  the  main  prop  of  the 
James  case.  He  made  no  attempt  to  explain  Mr.  James'  absolute  silence  about 
his  claims  from  1908  to  1914.  He  eliminated  entirely  the  written  record  of 
the  trial  which  he  talked  so  much  about  in  his  first  reply.  He  dismissed  the 
subject  of  the  high  water  in  the  Tallahatchie  river  of  April,  1917,  as  a  matter 
unworthy  of  his  attention,  although  it  is  admitted  that  the  water  was  almost 
as  high  as  it  was  at  its  highest  period  in  the  six  years  complained  of  by  Mr. 
James  in  his  suit.  He  tried  his  best  to  place  the  burden  of  the  responsibility 
for  the  James  law  suit,  and  the  $100,000  verdict  rendered  by  the  nine  jurors, 
upon  all  the  people  of  Tallahatchie  county.  He  posed  as  your  friend  and 
benefactor  in  his  fight  to  divert  railroad  revenues  from  their  regular  chan- 
nels into  his  own  private  pockets,  but  his  supreme  effort  was  to  place  me  in 
the  light  of  antagonizing  you.  I  believe  there  are  something  like  2,000  quali- 
fied jurors  in  Tallahatchie  county.  Only  nine  of  these  had  anything  to  do 
with  returning  the  verdict  for  $100,000  in  the  James  case,  and  Mr.  Gary  failed 
utterly  to  connect  the  balance  with  responsibility  for  this  verdict.  His  effort 
to  appear  as  your  chosen  leader  in  a  fight  against  the  railroads  falls  of  its  own 
weight.  He  would  have  you  believe  that  the  companies  over  which  I  preside 
are  antagonistic  to  the  people  of  Mississippi,  when  it  is  well  known  the  reverse 
is  true  and  that  there  never  was  a  time  in  the  history  of  these  companies  when 
they  were  closer  to  the  people  of  the  state  than  they  are  at  the  present  time.  If 
taking  the  people  into  our  confidence  and  acquainting  them  with  our  difficulties 


and  the  obstacles  which  confront  us  in  the  operation  of  the  railroad  is  antag- 
onistic, if  discussing  our  problems  openly  before  the  people  is  antagonistic, 
if  the  payment  of  taxes  amounting  to  approximately  $1,000,000  annu- 
ally into  the  treasury  of  the  state  is  antagonistic,  if  advertising  your  wonderful 
advantages  and  taking  people  into  the  state  to  invest  their  money  in  the  develop- 
ment of  its  splendid  resources  is  antagonistic;  if  the  expenditure  of  many 
thousands  of  dollars  annually  to  improve  and  enlarge  the  agricultural  and 
the  live  stock  industries  of  the  state  is  antagonistic,  then  Mr.  Gary  is  right 
and  these  companies  are  antagonistic  to  the  people  of  Mississippi.  I  beg  to 
assure  you  that  the  attitude  of  Mr.  Gary  shall  have  no  effect  whatever  upon 
the  policy  of  these  companies  and  shall  not  in  the  least  interfere  with  my 
friendship  for  the  people  of  Tallahatchie  county,  nor  the  deep  interest  which 
I  feel  in  their  prosperity,  nor  my  pride  of  being  at  the  head  of  a  company 
which  serves  them.  I  am  fully  aware  of  the  fact  that  the  vituperation  which 
Mr.  Gary  has  heaped  upon  me  was  because  I  dared  to  tell  you  something  about 
the  James  case,  and  drove  him  into  the  newspapers  in  an  attempt  to  defend 
it.  However,  I  wish  to  give  Mr.  Gary  credit  for  one  thing.  I  refer  to  his 
great  "scoop"  in  regard  to  the  Charleston  depot.  I  missed  the  date  of  its 
completion  by  about  sixty  days,  due  to  misunderstanding  of  a  report  which  was 
received  over  the  long  distance  telephone  from  Memphis.  Mr.  Gary  quickly 
seized  upon  this  as  a  cloak  for  the  James  "damages,"  of  which  there  is  nothing 
exposed  whatever  that  could  be  photographed,  not  even  a  spot  equal  to  the 
size  of  a  pile  of  lumber. 

For  the  evident  purpose  of  clouding  the  issue,  which  is  the  James  case, 
'Mr.  Gary  has  injected  into  this  controversy  the  question  of  freight  rates,  a 
subject  which  covers  a  wide  range,  such  as  competition,  commercial  conditions, 
traffic  density,  population,  etc.  He  would  have  you  believe  that  on  account 
of  exhorbitant  freight  rates  to  Charleston  the  railroad  company  could  give 
Mr.  James  $100,000  and  not  miss  the  money.  1  quote  his  exact  language : 
"You  cannot  fail  to  be  aware  of  the  fact  that  your  rates  into  here  are  un- 
reasonable and  unjust  and  your  conduct  in  robbing  the  people  through  your  rates 
cannot  be  defended.  I  challenge  you  to  compare  these  rates  with  those  pre- 
vailing in  any  other  state,  either  eastern,  central  or  southern."  Mr.  Gary  pre- 
fers to  compare  the  Charleston  rate  \vith  the  Memphis  rate  because  he  knows 
that  Memphis  enjoys  competition  with  the  Mississippi  river,  which  is  navi- 
gable at  all  seasons  of  the  year,  and  that  the  railroads  are  compelled  to  depress 
the  Memphis  rate  in  order  to  get  the  Memphis  business.  Memphis  is  one  of 
the  largest  cities  in  the  South  and  controls  an  enormous  amount  of  tonnage, 
while  Charleston  is  located  in  an  undeveloped  territory  at  the  end  of  a  branch 
of  twenty-six  miles  of  railroad  built  especially  to  serve  it.  Outside  the  prod- 
ucts of  one  mill  there  is  very  little  traffic  on  the  Charleston  branch,  insufficient 
in  fact  to  employ  fifty  per  cent  of  the  hauling  capacity  of  the  small  locomotives 
operated  there.  While  the  Charleston  rates  are  higher  than  the  Memphis 
rates,  the  policy  of  the  railroad  company  has  been  to  make  its  rates  to  Charles- 
ton and  the  entire  Delta  country  as  reasonable  as  is  consistent  with  good  oper- 
ation and  with  adjustments  prevailing  elsewhere  on  the  line.  The  distance 
from  the  Central  West  to  Charleston  is  about  the  same  as  to  Birmingham, 
which  is  one  of  the  largest  cities  in  the  South  and  perhaps  its  heaviest  tonnage 
producer.  Birmingham  is  reached  by  a  number  of  strong  railroads  and  might 
naturally  be  expected  to  enjoy  favorable  freight  rates.  Note  some  compari- 
sons of  the  rates  to  Charleston  with  those  to  Birmingham  on  commodities 
mentioned  by  Mr.  Gary,  as  follows :  From  Chicago  to  Birmingham  the  dis- 
tance is  651  miles  and  the  rate  on  cultivating  implements,  such  as  plows,  planters, 
cultivators,  etc.,  in  carloads,  is  44  cents.  For  other  implements,  such  as  har- 


vesters,  binders,  presses,  etc.,  the  carload  rate  is  50  cents,  which  would  also 
apply  on  mixed  cars  of  cultivating  and  other  kinds  of  implements.  From 
Chicago  to  Charleston  the  distance  is  658  miles  and  the  rate  on  all  implements 
in  straight  or  mixed  carloads  is  52  cents.  The  Pittsburgh  territory  supplies 
practically  all  the  cotton  ties  used  in  the  southern  territory.  From  Pitts- 
burgh to  Birmingham  the  distance  is  792  miles,  or  145  miles  less  than  the 
distance  from  Pittsburgh  to  Charleston.  The  rate  on  cotton  ties  from  Pitts- 
burgh to  Birmingham  is  40  cents,  and  the  rate  from  Pittsburgh  to  Charleston 
is  41  cents.  Anything  very  much  out  of  line  about  that,  Mr.  Gary?  From 
St.  Louis  to  Birmingham  the  distance  is  476  miles  and  the  rate  on  barbed 
wire  is  48  cents.  From  St.  Louis  to  Charleston  the  distance  is  446  miles  and 
the  rate  on  barbed  wire  is  49  cents.  Remember,  I  am  comparing  the  Charles- 
ton rate  with  a  city  which  produces  the  largest  tonnage  of  any  city  in  the 
South.  The  grain  which  our  lines  distribute  in  the  South  is  drawn  from  the 
fields  of  the  Central  West,  largely  from  Illinois  and  from  and  through  the 
St.  Louis  market.  Champaign,  111.,  is  in  the  heart  of  the  Illinois  grain  fields. 
The  distance  from  Champaign  to  Birmingham  is  560  miles  and  the  carload 
rate  on  grain  is  31  cents.  The  distance  from  Champaign  to  Charleston  is  531 
miles  and  the  rate  on  grain,  carloads,  is  29^  cents.  From  St.  Louis,  the  larg- 
est, market  from  which  the  South  draws  its  supply,  the  rate  on  grain  to  Bir- 
mingham is  25  cents  and  the  rate  to  Charleston  is  23>4  cents.  Mr.  Gary  chal- 
lenged me  to  compare  the  Charleston  freight  rates  with  those  prevailing  any- 
where, and  I  have  compared  them  with  one  of  the  largest  cities  in  the  South. 
I  now  challenge  Mr.  Gary  to  tell  you  of  one  single  instance  in  the  whole  wide 
world  where  a  man  was  ever  awarded  a  verdict  by  a  jury  against  a  railroad 
company  for  $100,000  for  damage  to  farm  and  crops  by  alleged  improper 
drainage,  after  a  lapse  of  six  years,  except  in  the  case  of  Mr.  James. 

The  Charleston  freight  rates  were  recently  brought  to  the  attention  of  the 
Interstate  Commerce  Commission.  Both  sides  were  heard  by  the  commission 
and  a  decision  will  undoubtedly  be  handed  down  soon,  and  whatever  it  may 
be  the  railroad  company  will  comply  with  it. 

Mr.  Gary  is  clever  when  it  comes  to  discovering  whether  or  not  there  is  a 
new  depot  in  his  home  town,  but  I  wonder  if  he  knows  anything  about  the 
enormous  increase  in  the  cost  of  producing  transportation.  I  wonder  if  he 
knows  that  the  increased  cost  of  coal  to  the  Illinois  Central  system  amounts 
to  more  than  twto  million  dollars  per  year.  It  requires  a  great  deal  of  coal 
to  haul  the  products  of  the  farms  to  the  markets,  and  the  various  commodities 
back  to  the  farms.  I  wonder  if  Mr.  Gary  knows  that  wages  on  this  system 
have  increased  five  million  dollars  per  year ;  that  switch  engines  for  which 
we  paid  $12,399  two  years  ago  now  cost  $26,756 ;  that  freight  engines  which 
cost  us  $22,163  two  years  ago  now  cost  $41,660;  that  passenger  engines  which 
cost  $20,627  two  years  ago  now  cost  $43,000 ;  that  refrigerator  cars  which 
cost  $1,279  two  years  ago  now  cost  $2,600;  that  box  cars  which  cost  $S60  in 
1914  now  cost  $2.450.  I  wonder  if  Mr.  Gary  knows  about  the  great  advance 
in  the  price  of  steel  rails,  frogs,  switches,  machinery  and  tools  of  all  kinds 
which  the  railroad  is  compelled  to  have  in  order  to  produce  transportation, 
and  I  wonder  if  he  knows  we  haul  Mr.  James'  cotton  to  Memphis  now  at  the 
same  rate  We  charged  when  cotton  was  selling  for  six  cents  a  pound.  I  wonder 
if  Mr.  Gary  knows  that  the  cost  of  everything  which  goes  into  producing 
and  marketing  a  bale  of  cotton  has  increased  substantially  except  the  freight 
rate,  wrhich  remains  about  the  same. 

Mr.  Gary  says  he  is  willing  to  take  over  the  operation  of  the  line  from 
Philipp  to  Charleston  and  is  prepared  to  give  necessary  security  to  operate  it  in 
the  public  interest.  I  thought  he  had  designs  on  taking  over  a  part  of  the  rail- 
road, and  now  it  has  been  proven  by  his  own  admission.  He  fairly  struts  before 


you  as  one  who  thinks  he  has  called  a  big  bluff.  He  says  he  knows  the  Philipp- 
Charleston  line  is  a  money-maker  and  he  evidently  has  a  desire  to  take  over  any 
thing  which  promises  to  produce  money.  I  suggested  turning  this  property 
over  to  Mr.  Gary  and  Mr.  James  and  I  am  unwilling  to  let  Mr.  James  out  of  it. 
If  he  can  operate  a. railroad  under  real  difficulties  as  successfully  as  he  has 
operated  his  plantation  under  alleged  difficulties,  I  think  there  is  a  chance  that 
he  might  make  a  go  of  it.  Now,  if  Mr.  Gary  and  Mr.  James  really  want  to 
enter  the  railroad  field,  I  will  offer  them  the  opportunity.  I  will  advise  the  stock- 
holders and  directors  of  the  Yazoo  &  Mississippi  Valley  Railroad  Company  to 
turn  over  to  them  the  line  from  Charleston  to  Philipp  in  its  entirety  at  a  nominal 
rental  of  one  dollar  per  year  for  a  period  of  years  to  be  agreed  upon,  provided 
they  will  take  care  of  existing  contracts  with  our  patrons  as  to  use  of  the  track 
in  a  manner  satisfactory  to  such  patrons  and  provided  the  arrangement  is  ap- 
proved by  the  Railroad  Commission  of  the  State,  and  that  no  legal  obstacles 
prevent.  Mr.  Gary  and  Mr.  James  will  furnish  their  own  equipment  and  roll- 
ing stock,  pay  all  the  expenses  of  operating  the  line,  receive  the  local  rate  on 
business  local  to  this  line  and  on  through  business  such  proportions  of  through 
rates  as  the  Illinois  Central  and  Yazoo  &  Mississippi  Valley  Railroads  now  allow 
to  other  short  lines  in  the  Mississippi  Valley.  Of  course,  they  are  to  pay  taxes 
and  insurance,  and  enter  into  bond  in  an  amount  to  be  agreed  upon  with  satis- 
factory sureties,  whereby  they  will  undertake  to  protect  the  Yazoo  &  Mississippi 
Valley  Railroad  Company  against  all  claims,  suits,  damages  and  demands  of  every 
kind  arising  during  the  time  they  are  operating  the  property,  and  providing  fur- 
ther that  they  will  turn  the  property  back  to  the  owner  at  the  end  of  the  period 
in  substantially  as  good  condition  as  it  was  when  it  was  turned  over  to  them. 
If  the  outline  of  this  proposition  is  interesting  to  these  gentlemen,  and  they  will 
advise  me,  I  will  immediately  arrange  for  authorized  representatives  to  meet 
them  in  conference  for  the  purpose  of  agreeing  upon  the  details. 

There  is  one  other  thing  I  desire  to  mention.  It  is 'unimportant,  I  will  admit, 
except  to  show  how  Mr.  Gary  occasionally  loses  himself  when  he  rails  about  the 
the  James  case.  I  quote  as  follows  from  his  article  published  on  the  12th  inst., 
in  which  he  refers  to  my  article  published  June  28th.  "In  his  reply  to  me  he 
quoted  me  as  follows :  'Mr.  Gary  stated  in  his  article  that  he  asked  every  one  of 
the  twelve  jurors  how  they  stood.'  Now,  President  Markham,  if  you  can  con- 
vince any  minister  of  the  gospel  in  this  county  that  I  made  any  such  a  statement, 
I  will  give  to  that  minister's  church  a  donation  of  one  thousand  dollars,  if  I  have 
to  mortgage  my  home  to  make  good  my  word."  Here  are  Mr.  Gary's  exact 
words  quoted  from  the  eighth  paragraph  of  his  article  dated  June  2,  1917,  which 
appeared  in  the  Tallahatchie  Herald  of  June  6,  1917:  "I  was  present  when  the 
verdict  was  rendered  and  as  soon  as  the  jury  was  discharged  talked  to  every 
member  of  the  jury.  It  was  my  understanding  that  the  three  jurors  mentioned 
were  in  favor  of  returning  a  verdict  in  favor  of  Mr.  James,  but  did  not  agree 
with  the  other  nine  in  the  amount."  Now,  I  submit  that  Mr.  Gary  will  have  to 
do  some  hair  splitting  if  he  avoids  paying  over  that  $1,000  to  some  minister  of 
Tallahatchie  county. 

Having  wrung  from  Mr.  Gary,  as  the  representative  of  Mr.  James,  the  admis- 
sion made  publicly  before  you  that  the  James  plantation  has  not  been  destroyed 
and  that  Mr.  James  actually  raised  and  marketed  more  cotton  during  some  of 
the  years  complained  of  in  his  suit  than  be  ever  raised  and  marketed  before,  and 
that  he  knows  nothing  whatever  about  the  high  waters  in  the  Tallahatchie  river 
of  April,  1917 — higher  waters  than  occurred  in  any  of  the  years  complained  of 
by  Mr.  James  except  the  year  1912,  and  almost  equaling  the  high  water  of  that 
year — the  object  of  this  controversy  has  been  accomplished  and  I  leave  the  case 
with  yon.  Yours  truly, 



What  the 




Information  Elicited  from  Testimony 
Before  Illinois  Court 

Chicago,  August  25.  -  -  Testimony 
given  by  R.  H.  Aishton,  president  of 
the  Chicago  &  North  Western  Rail- 
way, and  Charles  H.  Markham,  presi- 
dent of  the  Illinois  Central,  before 
Chief  Justice  Carter  of  the  Illinois 
supreme  court  showed  that  the  railways, 
both  of  the  state  of  Illinois  and 
those  of  the  United  States,  have  moved 
more  coal  within  recent  months  than 
they  ever  did  before  in  their  history. 
The  testimony  was  given  at  the  hearing 
on  the  question  of  fixing  coal  prices  in 

Mr.  Aishton's  statement  was  as 
follows : 

"Within  a  few  days  after  declaration 
of  war  and  at  the  request  of  the  Coun- 
cil of  National  Defense,  a  meeting  of 
the  railroad  presidents  of  the  country 
was  called  and  a  railroads'  war  board 
selected  to -sit  in  Washington  and  give 
such  direction  to  the  operation  of  the 
railroads  as  would  result  in  obtaining 
the  highest  degree  of  efficiency.  It  was 
agreed  that  for  the  period  of  the  war 
the  railroads  should  be  operated  by  the 
board  as  a  single  system,  eliminating  all 
individual  and  competitive  activities. 
One  of  the  first  orders  issued  by  the  rail- 
roads' war  board  was  that  preference  be 
given  to  the  movement  of  coal  and  iron 
ore  and  the  railroads  were  advised  to  de- 

World  thinks 

vote  all  of  their  energies  toward  secur- 
ing increased  car  efficiency.  As  a  re- 
sult of  the  extraordinary  efforts  put 
forth  in  this  direction  in  car  mileage  and 
car  co-operation  of  shippers  there  has 
been  a  marked  increase  in  car  mileage 
and  car  loading,  the  increase  for  May, 
the  first  full  month  following  organiza- 
tion of  the  war  board,  showing  about  16 
per  cent  more  freight  service,  with 
practically  the  same  number  of  cars  and 
locomotives  as  last  year.  For  the  four 
months,  April  to  July  inclusive,  this  year 
the  coal  carrying  roads  of  Illinois  repre- 
sented at  this  meeting  have  loaded 
7,173,746  tons  more  coal  than  for  the 
corresponding  period  last  year,  which 
shows  they  are  doing  their  part.  All  of 
the  Illinois  roads  are  storing  winter 
coal  to  the  extent  of  their  ability,  and 
to  the  extent  that  coal  can  be  stored  for 
that  purpose,  it  will  leave  just  that  many 
more  cars  available  for  commercial  use 
during  the  winter  months.  The  use  of 
cars  suited  for  coal  loading,  for  handling 
sand  and  gravel,  as  well  as  road  and 
building  material  generally,  is  being  re- 
stricted to  the  lowest  possible  use  con- 
sistent with  our  duties  as  common 
carriers,  and,  notwithstanding  the  dif- 
ficulty of  obtaining  labor  and  material, 
the  number  of  bad  order  cars  is>"  being 
kept  down  to  the  lowest  possible 

Mr.  Markham's  statement  was  as 
follows : 

"In  addition  to  the  ordinary  normal 
business,  there  has  been  a  very  large 
increase  in  the  regular  commercial  traf- 
fic, such  as  manufacturing  products  and 



everything  of  that  kind.  The  require- 
ments of  the  government  the  last  few 
months;  special  movements  of  materials 
of  all  kinds  for  the  building  of  ships; 
for  the  construction  of  cantonment 
camps,  and  everything  of  that  character, 
have  made  a  largely  increased  burden, 
and  in  addition  to  that  there  has  been 
a  complete  change  in  the  natural  flow  of 
some  important  commodities,  one  of  the 
most  important  of  which  is  coal. 

"As  an  example,  in  ordinary  years 
31,500,000  tons  of  coal  go  up  the  lakes 
by  boat.  This  supply  is  generally  dis- 
tributed throughout  the  states  of  Wis- 
consin, Minnesota,  North  and  South  Da- 
kota, Nebraska  and  Iowa.  This  year, 
owing  to  the  enormous  tonnage  of  ore, 
there  has  been  a  shortage  of  vessel 
tonnage,  and  there  will  be  a  shortage  of 
this  class  of  coal  from  ten  to  fifteen  mil- 
lion tons,  which  will  have  to  be  made  up 
by  the  movement  from  Illinois,  Indiana 
and  Kentucky  fields.  This,  couoled  with 
the  increased  demand  throughout  the 
territory  naturally  tributary  to  these 
particular  fields,  has  given  the  railroads 
a  task  to  move  all  of  this  additional  ton- 
nage. The  railroads  have  realized  this 
situation.  They  have  not  been  asleep. 
They  have  been  co-operating  in  .every 
way  through  the  National  War  Council, 
the  National  Council  of  Defense  and 
other  bodies,  through  a  patriotic  or  sel- 
fish motive,  whatever  you  might  call  it. 

There  never  has  been  a  time  when 
the  coal  movements  have  averaged  so 
many  miles  per  day.  Coal  is  practically 
preference  freight  today  on  every  rail- 
road, whether  in  the  shape  of  an  empty 
car  going  to  the  mines  or  a  loaded  car 
coming  from  the  mines. 

Through  the  co-operation  of  shippers 
the  average  load  of  coal  per  car  had 
been  increased  nearly  ten  per  cent, 
which  increase  automatically  increases 
the  supply  of  emptv  cars  ten  per  cent. — 
Virginia,  (Minn.}  Virginian,  August  25, 

of  the  country  have  increased  their  haul- 
ing ability  from  10  to  40  per  cent,  ac- 
cording to  a  statement  by  Charles  H. 
Markham,  president  of  the  Illinois  Cen- 

Markham  stated  that  increased  ef- 
ficiency of  employes,  quicker  loading  and 
unloading,  loading  of  cars  to  capacity 
instead  of  half  to  three-fourth  capacity 
as  before,  and  moving  cars  faster  had 
worked  wonders  at  relieving  the  car 
shortage.  "On  our  road,"  said  Mark- 
ham,  "we  formerly  averaged  a  move  of 
thirty  miles  a  day  for  each  freight  car. 
Now,  through  more  efficient  handling, 
we  average  forty  miles  a  day.  In  other 
words,  we  have  practically  increased  our 
equipment  by  33  per  cent.  Other  roads 
over  the  country  have  done  about  the 
same  thing.  I  have  not  the  slightest 
fear  that  there  will  be  any  trouble  this 
winter,  and  think  that  the  roads  will 
handle  with  reasonable  promptness  all 
of  the  traffic  offered  them." — The  Mar- 
ion Evening  Post,  Wednesday,  August 


Fuel  Is  to  Be  Conserved,  and  Duplica- 
tion of  Trains  to  Be  Eliminated 


Chicago,    August    28. — Without     anv 
great  increase  in  rolling  stock,  railroads 

"Conserve  the  man  power  of  rail- 
roads for  use  in  war  activities." 

This  was  the  order  which  today  went 
out  over  the  eleven  big  railroad  trunk 
lines  of  the  West,  coupled  with  an  order 
to  economize  in  fuel.  B.  L.  Winchell, 
director  of  traffic  of  the  Union  Pacific 
Railroad,  chairman  of  the  railroad  com- 
mittee of  the  West,  told  representatives 
of  the  eleven  trunk  lines  that  it  was 
President  Wilson's  wish,  as  well  as  the 
wish  of  the  war  board,  in  which  the 
railroads  were  asked  to  co-operate. 

The  war  board  appointed  Mr. 
Winchell  chairman  of  the  railroad  com- 
mittee of  the  West,  and  he  called  a  con- 
ference of  representatives  of  the  trunk 
lines  today.  The  representatives  met  in 
the  offices  of  the  Union  Pacific  Railroad 
in  the  Garland  Building. 

The  economy  in  man-power  and  fuel 



is  to  be  brought  about  by  eliminating 
duplication  of  passenger  train  service 
wherever  possible  and  by  taking  what- 
ever other  steps  Mr.  Winchell  deems 
will  assist  in  the  movement. 

The  following  railroads  were  repre- 
sented at  the  conference : 

Union    Pacific. 

Chicago  &  Northwestern. 

Chicago,  Milwaukee  &  St.  Paul. 

Southern  Pacific. 

Missouri    Pacific. 

Atchison,  Topeka  &  Santa  Fe. 

Great   Northern. 

Illinois   Central. 

Chicago  &  Alton. 

Missouri,  Kansas  &  Texas. 

Chicago,  Rock  Island  &  Pacific. 
Roads  Alive  to  Situation 

"The  qountry,  due  to  war  activities, 
may  be  short  of  fuel,  power  and  men, 
and  the  railroads  will  do  their  part  in 
the  crisis  by  helping  in  the  situation," 
said  Mr.  Winchell.  "If  there  are  any 
duplications  in  train  service  which  can 
be  avoided  without  inconvenience  to  the 
public,  the  duplications  will  be  avoided 
and  the  man  power  and  fuel  thus  be 
saved  for  other  purposes. 

"One  method  of  saving  both  man- 
power and  fuel  will  be  to  eliminate  du- 
plications in  train  service.  Another 
might  be,  where  the  traveling  conveni- 
ence of  the  public  is  the  same,  to  in- 
crease the  carrying  capacity  of  passenger 
trains  and  to  economize  on  the  number 
of  runs.  This,  in  short,  is  the  scope  of 
the  subiect  the  railroad  representatives 
will  study  and  are  determined  to  remedy. 

"The  Union  Pacific  Railroad  at  the 
present  time  is  doing  all  it  can  to  re- 
lieve the  situation.  Wherever  our  young 
men  have  been  drafted  for  army  serv- 
ice we  are  filling  their  places  with 
women — stenographers,  telephone  oper- 
ators, telegraphers  and  clerks.  Exten- 
sion of  this  plan  wall  be  another  matter 
considered."  •  —  Chicago  Post,  August 
28,  1917. 

resident  of  Pittsburgh,  having  just  re- 
turned to  his  Chicago  headquarters  after 
a  comprehensive  tour  of  the  South, 
writes  to  the  Dispatch  as  follows : 

"The  South  was  never  more  prosper- 
ous and  conditions  point  to  another  ban- 
ner year  for  the  people  south  of  the 
Ohio  River.  The  value  of  the  cotton 
crop  last  year  amounted  to  $1,500,000,- 
000.  This  year  the  value  will  be  $2,000,- 
000,000,  and  this  is  $1,000,000,000  more 
than  the  total  value  two  years  ago.  Cot- 
ton prices  continue  high.  Sugar,  rice, 
tobacco  and  corn  all  are  good  crops  and 
good  prices,  sugar  selling  for  double 
what  it  did  three  years  ago.  Cars  are 
moving  more  freely  and  there  will  be 
no  serious  trouble  moving  crops  this  fall. 
To  me  the  South  offers  great  opportuni- 
ties. I  look  for  high  prices  for  cotton 
for  sometime." — Pittsburgh  Dispatch, 
August  25,  1917. 


Ten  to  Forty  Per  Cent  Added  to  Ton- 
nage    Carried     by     Lines,     Says 
President   of   Illinois    Central 


President  Charles  H.  Markham  of  the 
Illinois  Central  Railroad  and  a   former 

(By  Associated  Press) 
Chicago,  Aug.  28. — Without  any  great 
increase  in  rolling  stock,  railroads  of  the 
country  have  increased  their  hauling 
ability  from  10  to  40  per  cent,  according 
to  a  statement  by  Charles  H.  Markham, 
president  of  the  Illinois  Central. 

Mr.  Markham  stated  that  increased 
efficiency  of  employes,  quicker  loading 
and  unloading,  loading  of  cars  to  ca- 
pacity instead  of  half  to  three-fourths 
capacitv  as  before,  and  moving  cars 
faster  had  worked  wonders  at  relieving 
the  car  shortage. 

"On  our  road,"  said  Mr.  Markham, 
"we  formerly  averaged  a  move  of  30 
miles  per  day  for  each  freight  car.  Now, 
through  more  efficient  hauling,  we  aver- 
age 40  miles  a  day.  In  other  words,  we 
have  practically  increased  our  equip- 
ment by  33  per  cent.  Other  roads  over 
the  country  have  done  about  the  same 
things.  I  have  not  the  slightest  fear 
that  there  will  be  any  trouble  this  winter 



and  think  that  the  roads  will  handle  with 
reasonable  promptness  all  of  the  traffic 
offered  them."  —  Minneapolis,  Minn., 
Tribune,  8-28-17. 


Illinois  Central  Will  Follow  Plan  to 
Facilitate  Shipments 

Elevator  companies  have  been  asked 
to  load  grain  cars  during  the  night  in 
order  to  facilitate  the  movement  of 
crops,  according  to  Fred  Austin,  com- 
mercial agent  for  the  Illinois  Central 

The  railroads  are  arranging  their 
freight  train  schedules  in  order  to  move 
the  crops  as  speedily  as  possible,  Mr. 
Austin  declared. 

Movement  of  freight  has  been  in- 
creased forty  miles  per  day  since  July 
15,  Mr.  Austin  declared.  With  the 
co-operation  of  grain  men,  cars  can  be 
"spotted"  in  the  evening  and  loaded 
that  night,  so  movement  can  be  com- 
menced the  next  morning. 

The  demand  for  box  cars  has  in- 
creased during  the  last  week,  all  railroad 
offices  report.  The  Northwestern  is  ex- 
pecting new  cars  daily.  Automobiles 
will  be  shipped  in  open  cars  in  order 
to  use  the  box  cars  for  grain. — Sioux 
City  (fa.)  Journal,  August  23, 


Baton  Rouge,  La.,  August  25. — Victor 
E.  Labbe,  traveling  passenger  agent  for 
the  Illinois  Central  lines,  has  been  desig- 
nated by  the  American  Association  of 
Railways  to  take  charge  of  railway  ac- 
commodations for  the  transportation  of 
Louisiana's  drafted  men  to  mobilization 
camps.  Mr.  Labbe  will  direct  the  en- 
trainment  of  the  new  troops  on  all  rail- 
roads in  the  state.  He  will  open  head- 
quarters in  the  Adjutant  General's  of- 
fice on  August  28.  New  Orleans  La 
State,  8-26-1917. 


The  average  employe  in  a  commer- 
cial business  recognizes  that  his  inter- 
ests ,  and  his  company's  interests  are 
identical.  Unless  the  business  pros- 
pers he  cannot  hope  for  increased 
wages,  and  consequently  he  promotes 
the  welfare  of  the  concern  in  every  pos- 
sible way  that  he  can.  He  is  not  only 
energetic  in  discharging  his  routine  duties 
but  keen  to  seize  opportunities  to  raise 
his  company  in  public  esteem.  Un- 
fortunately, railroad  employes  have  been 
lacking  in  this  respect  and  much  can 
be  accomplished  if  they  are  properly 
stimulated.  Sometime  ago  T.  J.  Foley, 
general  manager  of  the  Illinois  Central, 
discovered  what  far-reaching  results 
followed  a  common  sense  expression  of 
opinion  by  a  conductor  favorable  to  his 
road.  This  led  him  to  consider  the  pos- 
sibilities of  enlisting  train  service  em- 
ployes as  missionaries  on  public  rela- 
tions in  conjunction  with  their  duties  in 
daily  contact  with  the  patrons  of  the 
company.  In  a  bulletin,  summarized 
elsewhere  in  this  issue,  he  calls  the  at- 
tention of  trainmen  and  enginemen  to 
the  good  effects  of  a  statement  of  fact 
now  and  then,  when  in  the  interests  of 
the  road's  welfare,  and  announces  that 
he  intends  to  issue  circulars  from  time 
to  time,  setting  forth  concrete  and 
illuminating  statistics  concerning  the  af- 
fairs of  the  Illinois  Central  and  the  rail- 
road situation  generally.  Some  of  the 
employes,  prejudiced  by  a  tradition  of 
antagonism  toward  the  management, 
may  not  be  much  assistance  in  the  cam- 
paign that  Mr.  Foley  contemplates,  but 
the  more  intelligent  men  .will  be  able  to 
accomplish  much  if  they  are  sufficiently 
courteous  in  presenting  their  ideas  to 
the  traveling  public.  Therefore,  the 
importance  of  tact  and  caution  should 
be  strongly  impressed  on  them.  The 
possibilities  of  a  campaign  of  education 
through  train  service  employes  are  in- 
deed great.  Perhaps  no  other  one  factor 
could  more  effectively  assist  the  rail- 
roads in  securing  recognition  of  their 
real  needs  than  a  general  presentation 
of  their  side  of  the  case  by  these  em- 


ployes.  No  less  important  than  the 
direct  advantages  to  the  railroads  accru- 
ing from  this  plan  would  be  the  educa- 
tional benefits  to  the  men  which  would 
be  derived  from  a  series  of  circulars 
such  as  Mr.  Foley  contemplates.  When 
train  service  employes  learn  the  truth. 


they  will  realize  that  the  carriers  can- 
not be  milked  without  end,  but  must  be 
nourished  and  fostered  if  the  public  is 
to  have  satisfactory  service  and  em- 
ployes better  wages. — Railway  Age 
Gazette,  July  27,  1917. 


to  become  an  effective  right  behind  the  trenches!    Distance  is  a  matter  of  transportation. 

Our  transportation  system  can  reduce  your  disadvantages  as  A  FIGHTING  MAN, 
so  that  your  bit  done  in  this  country  will  be  work  you  are  "selected"  and  best  fitted  for  done 
RIGHT  BEHIND  THE  BATTLE  LINE.  Fight  the  devil  with  fire!  Fight  the 
enemy  with  efficiency!  Direct  the  efficiency  of  your  own  business  into  a  practical  sup- 
port of  your  country  in  this  crisis. 

THINK!  to  win  the  war  the  resources  of  this  couutry  must  be  transported  to  the  bat- 
tie  front!  SUPPLIES    ARE   HELD  AWAITING  every  excessive  car  you  use  or 
IS  NEARER  THAN  GETTYSBURG  of  40  years  ago. 

Load  Cars  Heavily  And  Handle  Them  Quickly. 

Average  increase  in  weight  per 
carload  shipment  over  same 
months  of  previous  year. 













Cars  released  before  beginning 

of  free  time.  15.68?  22.42?  23.30%  26.0?  24.01? 

Cars  released  before  eipiration 

of  free  time.  92.81?  83.10?  B5.78?  92.0?  90.29? 

Average  detention  per  car  at 

our  New  Orleans  plant.  1  day  2/$  day  1  %  day  J/2  day  I  ^  day 


What  Is  Your  Record  Messrs.  Shipper  And  Railroad  Man? 

June  30th,  1917. 

PENICK  &  FORD,  Ltd. 
New  Orleans,  La. 

L*     "11 

the  Kentucky  Tvletropolis 

and    varied,    attractions  .. 


In  that  great  number  of  princely  mu- 
nicipalities tapped  by  the  Illinois  Central 
Railroad,  none  stands  out  as  a  more  typ- 
ically American,  modern  city  than  Louis- 
ville, the  metropolis  of  Kentucky.  It  is 
a  city  worth  visiting.  It  is  one  in  which 
living  is  worth  while,  if  the  universal 
testimony  of  its  nearly  250,000  inhabi- 
tants is  to  be  accepted. 

Level,  well-paved  streets,  substantial 
public  and  private  buildings,  imposing 
factory  districts  and  beautiful  homes  are 
characteristics  of  the  city  which  will  lin- 
ger in  the  mind  of  the  visitor.  A  de- 
lightful climate  and  a  record  for  health- 
fulness  surpassed  by  no  other  city  are 
two  other  features  which  the  citizen  sel- 
dom fails  to  call  to  the  attention  of  the 

Louisville  rightly  boasts  of  its  park 
systems,  with  1,700  acres  of  well-kept 
lawns  and  woods,  streams  and  drives. 
There  are  twenty-three,  playgrounds 
owned  by  the  municipality  within  the 
city  limits.  There  are  265  churches,  of 
every  denomination.  Sixty-three  pub- 
lic school  buildings  and  numerous  col- 
leges and  seminaries  tell  of  the  educa- 
tional status  of  the  city.  A  main  public 
library,  with  ten  branches,  circulates 
more  than  1,000,000  volumes  a  year. 
The  city's  sewerage  system,  if  laid  in  a 
straight  line,  would  stretch  from  Louis- 
ville to  Chicago.  There  are  more  than 
100  miles  of  paved  streets  and  the  area 
of  the  city  is  almost  18,000  acres. 

Thus  briefly  may  be  described  the  big 

urban  community  at  the  Falls  of  the 
Ohio — a  community  whose  past  is  glor- 
ious, whose  present  is  the  epitome  of 
progress  and  whose  successful  future  is 
assured  by  the  spirit  and  enterprise  of 
a  determined  citizenry. 

Famed  as  a  Convention  Place 

Louisville  stands  out  so  pre-eminently 
as  a  metropolis  easily  accessible  and  a 
place  of  famed  hospitality  that  its  self- 
applied  title  of  "America's  Favorite 
Convention  City"  is  challenged  by  few, 
if  any,  of  its  sister  cities.  Convention 
getting  and  convention  entertaining  are 
enterprises  systematically  carried  on  with 
marvelous  success  the  reward. 

Under  the  auspices  of  the  Louisville 
Convention  and  Publicity  League  this 
important  work  has  been  conducted  in  a 
business-like  manner  for  the  past  seven 
years.  Between  125  and  150  conven- 
tions and  other  gatherings  of  state,  in- 
terstate and  national  interest  are  held 
in  the  city  each  year. 

Louisville  has  every  requisite  of  the 
ideal  convention  city.  It  is  located  less 
than  seventy-five  miles  from  the  center 
of  population  of  the  United  States.  It 
is  estimated  that  nearly  three-fourth  of 
the  inhabitants  of  the  union  live  within 
twenty-four  hours  by  rail  of  the  Ken- 
tucky metropolis.  Nine  trunk  lines  of 
railway  enter  the  city.  Numerous  inter- 
urban  electric  lines  connect  it  with  the 
cities  and  towns  near  at  hand. 

Excellent  Hotel  Facilities 

No  other  city  of  like  size  can  boast  of 




better  or  greater  hotel  facilities.  The 
adequacy  of  accommodations  for  vis- 
itors is  readily  apparent  when  it  is  borne 
in  mind  that  among  the  many  large  na- 
tional meetings  which  have  been  held 
here  are  the  National  Encampment  of 

rates  are  never  raised  by  them  on  ac- 
count of  the  influx  of  convention  vis- 

Facilities  for  caring  for  large  crowds 
are  excellent.  Louisville  boasts  of  one 
of  the  best  city  railway  systems  in  the 

the  G.  A.  R.,  the  Confederate  Veterans'      country.     Large,  comfortable  street  cars 

-  • 
Public  Library 

Reunion,  Triennial  Conclave  Knights 
Templar,  Biennial  Encampment  Knights 
of  Phythias,  North  American  Saenger- 
bund,  National  Dental  Association  and 
scores  of  other  equally  large  and  impor- 
tant gatherings.  One  proud  and  truthful 
claim  for  the  hotels  of  Louisville  is  that 

traverse  every  section  of  the  city  and 
passengers  are  provided  with  practically 
universal  transfers.  All  of  the  cars  are 
heated  in  winter. 

Big  Exposition  Hall 
In  the  First  Regiment  Armory  a  gi- 
gantic floor  space  greater  in  area  than 



Madison  Square  Garden  offers  excep- 
tional opportunities  for  conventions  and 
expositions.  All  of  the  leading  hotels 
have  commodious  convention  halls, 
while  theaters,  public  halls  and  churches 
have  ever  furnished  adequate  assembly 
rooms  for  the  largest  gatherings.  As  a 
crowning  aid  to  the  facilities  offered  in 
this  direction,  there  will  shortly  be  erect- 
ed a  magnificent  convention  hall  to  house 
the  largest  attractions.  Funds  for  the 
structure  have  been  raised  and  a  site 
has  been  purchased. 

For  the  visitor  there  is  a  constant  of- 
fering of  wholesome  amusement.  Good 
theaters  and  innumerable  movie  houses 
provide  entertainment  the  year  round. 
In  spring  and  fall  there  are  races  at 

Louisville  Board  of  Trade,  offered  the 
government  use  of  a  rolling  tract  of  land 
comprising  about  3,000  acres  and  situat- 
ed on  the  southeastern  outskirts  of  the 
metropolis.  The  site  is  reached  by  both 
steam  and  electric  cars  and  is  less  than 
twenty-five  minutes  automobile  ride 
from  the  heart  of  the  city. 

The  contractors  announced  completion 
of  the  cantonment  on  August  25,  exactly 
nine  weeks  after  the  work  began.  A 
total  of  more  than  1,200  buildings  were 
erected  in  that  time;  Numerous  other 
structures,  not  contemplated  in  the  orig- 
inal plans,  are  under  way  and  will  be 
completed  before  the  close  of  the  cur- 
rent month. 

As  this  issue  of  the  Magazine  goes  to 


Churchill  Downs  and  Douglas  Park. 
Well-conducted  amusement  parks  add  to 
the  joys  of  citizens  and  visitors  alike 
during  the  summer  months.  Each  Sep- 
tember tens  of  thousands  of  Kentuck- 
ians  spend  a  week  in  the  metropolis  of 
their  state  in  attendance  on  the  Kentucky 
State  Fair. 

Site  of  "Camp  Taylor" 
One  of  the  newest  and  most  imposing 
of  Louisville's  attractions  is  "Camp 
Taylor,"  the  cantonment  wherein  will 
be  trained  a  part  of  the  new  American 
army.  The  selection  of  Louisville  as  a 
site  for  one  of  the  sixteen  cantonments 
followed  when  its  citizens,  through  the 

press  there  are  upwards  of  12,000  re- 
cruits in  the  new  national  army  at  Camp 
Taylor,  drafted  from  Indiana,  Illinois 
and  Kentucky,  and  with  the  calling  of 
the  last  members  of  the  original  army, 
the  camp  will  have  more  than  42,000  of- 
ficers, soldiers  and  civilian  employes 
within  its  confines. 

The  extreme  length  of  Camp  Taylor 
is  more  than  five  miles  and  the  average 
width  two  and  a  half  miles.  The  group 
of  hospital  buildings  alone  cost  more 
than  $500,000. 

Things  Worth  Seeing 

Louisville  combines  the  picturesque 
past  with  the  progressive  present.  The 



city  had  its  beginning  when  Gen.  George 
Rogers  Clark  and  his  band  of  pioneers 
floated  down  the  Ohio  River  and  landed 
at  Corn  Island,  a  spot  still  distinguish- 
able when  the  waters  of  the  river  are 
low.  The  city  was  named  after  King 
Louis  XVI  of  France. 

Some  idea  of  those  things  which  make 
it  a  place  of  marvelous  interest  may  be 
gained  by  a  journey  over  the  wide,  well- 
paved  streets  and  boulevards,  starting 
at  the  Court  House  on  Jefferson  Street, 

shopping,  hotel  and  theatrical  district, 
with  splendid  stores  and  high  office 
buildings  lining  the  thoroughfares.  At 
Third  and  Green  streets  is  located  the 
Courier- Journal,  a  newspaper  made  fam- 
ous over  the  world  by  the  pen  of  Henry 
Watterson.  On  Walnut  street,  between 
Third  and  Fourth,  is  the  Pendennis 
Club,  widely  known,  and  near  to  it  the 
beautiful  club  house  of  Louisville  Lodge 
No.  8,  Benevolent  and  Protective  Order 
of  Elks.  The  Postoffice  and  Custom 

between  Fifth  and  Sixth,  in  the  very 
heart  of  the  city.  Immediately  in  front 
of  the  Court  House,  a  massive-walled 
building  dating  back  to  1837,  is  the  finest 
and  costliest  statue  in  existence  erected 
to  the  memory  of  Thomas  Jefferson.  It 
stands  on  the  largest  block  of  gray  gran- 
ite ever  quarried.  In  the  rotunda  of  the 
Court  House  is  the  famous  Joel  T.  Hart 
statue  of  Henry  Clay. 

One  block  away,  at  Fourth  and  Jeffer- 
son streets,  the  traveler  enters  the  retail 

House,  a  majestic  building  of  granite, 
is  located  at  Fourth  and  Chestnut  streets. 
A  journey  one  block  south  will  carry 
the  traveler  to  Fourth  and  Broadway, 
where  the  Warren  Memorial  Church  is 
one  of  the  city's  show  places.  At  Third 
and  Broadway  is  the  new  Y.  M.  C.  A. 
and  also  the  mammoth  Weissinger-Gaul- 
bert  Apartments,  the  largest  apartment 
house  in  the  world  at  the  time  of  its 
erection,  a  few  years  ago.  .A  block  fur- 
ther east  is  the  handsome  building  of 


the  Y.  W.  C.  A.,  while  diagonally  across 
the  street  is  the  artistic  home  of  the  Y. 
M.  H.  A. 

Many  Beautiful  Buildings 

At  First  and  Broadway  is  the  beau- 
tiful Presbyterian  Theological  Seminary, 
declared  to  be  one  of  the  architectural 
wonders  of  the  middle  west.  On  Broad- 
way also  is  the  Southern  Baptist  Theo- 
logical Seminary,  the  chief  institution  of 
learning  of  this  denomination  in  the 
South.  The  traveler  may  turn  from 
Broadway  into  Third  street  and,  moving 
South,  will  pass  the  Louisville  Free  Pub- 
lic Library  at  York  street.  It  is  a  mag- 
nificent combination  of  Greek  and  Rom- 
an architecture.  Palatial  homes  with 
spacious  lawns,  greet  the  eye  as  the  trav- 
eler continues  out  Third  street  to  Grand 
Boulevard.  Where  the  city  street  merges 
into  the  suburban  thoroughfare,  a  grace- 
ful shaft  stands,  surmounted  by  the  fig- 
ure of  a  soldier.  This  is  the  Confederate 
monument  erected  by  the  women  of  the 

Returning  towards  the  city's  center, 
the  new  million  dollar  City  Hospital  will 
be  found  at  Floyd  and  Chestnut  streets. 
The  largest  winter  wheat  flour  mill  in 
the  world  will  be  seen  on  a  trip  east  on 
Broadway  as  the  journey  progresses  to- 
wards "The  Highlands,"  a  beautiful  res- 
idential district.  Cave  Hill  Cemetery, 
the  equestrian  statue  o'f  Gen.  John  B. 
Castlemen,  the  statue  .of  Daniel  Boone, 
the  city's  $3,000,000  filtration  plant,  the 
monument  to  President  Zachary  Taylor, 
the  great  Bourbon  Stock  Yards  and  a 
score  of  other  interesting  things  will 
gree<  the  visitor  to  this  section  of  the 
city,  and  its  equally  attractive  neighbor- 
ing section,  "Crescent  Hill." 

Nor  should  the  traveler  who  enjoys 
the  combined  handiwork  of  nature  and 
man  fail  to  take  a  spin  up  the  River 
Road,  with  the  Rhenish  scenery  of  the 
Ohio  on  one  side  and  the  country  estates 
of  numerous  wealthy  Louisvillians  on  the 

Life  Saving  Station 

Sights  of  rare  interest  greet  the  visitor 
to  the  river  front,  where  packets  and  tug 
boats  and  pleasure  craft  are  found  in 
numbers.  Here,  too,  is  the  only  govern- 

mental life  saving  station  on  inland  wat- 
ers in  America,  made  necessary  by  the 
rapids  plainly  visible  from  the  shore. 
Three  great  bridges  connect  Kentucky 
and  Indiana  at  this  point. 

Traversing  Main  street  from  First  to 
Fifteenth,  the  sight-seer  will  behold  the 
largest  whiskey  market  in  the  world, 
and  will  travel  for  blocks  through  rows 
of  warehouses,  known  as  the  "Tobacco 
Breaks!"  Nowhere  on  earth  will  be 
found  a  loose  leaf  tobacco  market  of  such 

Shawnee  Park,  a  beauty  spot  on  the 
banks  of  the  Ohio,  and  a  great  and  inter- 
esting factory  district,  will  attract  the 
attention  of  the  visitor  to  the  Western 
section  of  the  city.  If  the  journey  is 
then  continued  to  the  extreme  south,  the 
reward  will  be  a  drive  through  Iroquois 
Park,  a  great  reservation  of  more  than 
1,000  acres,  city-owned  and  reputed  to  be 
one  of  the  most  beautiful  natural  parks 
in  the  world. 

Great  Industrial  Center 

Although  Louisville  has  long  been  rec- 
ognized as  an  industrial  center,  particu- 
larly rapid  strides  have  been  made  in 
this  direction  in  recent  years.  In  1916 
a  concerted  effort  for  the  bringing  of 
new  industries  to  their  city  was  launched 
by  the  citizens  and  the  result  was  the 
organization  of  the  Louisville  Industrial 
Foundation;  More  than  $1,000,000  was 
subscribed  as  a  working  fund. 

This  city  has  the  largest  plow  factory 
in  the  world.  Likewise,  it  claims  the 
largest  bath  tub  factory,  the  largest  han- 
dle factory,  and  the  largest  tobacco  and 
whiskey  markets  on  earth.  Flour,  boxes, 
mahogany  lumber,  leather,  cement,  var- 
nish, wagons,  electric  trucks,  wire  and 
iron,  soap,  clothing,  motors,  pianos  and 
furniture  are  a  few  of  the  countless 
products  of  Louisville  industries  shipped 
to  all  points  of  the  compass. 

The  central  location  of  the  city  and 
its  rail  and  water  transportation  facili- 
ties are  not  the  least  important  of  its 
factors  as  a  manufacturing  community. 
Ninety-three  per  cent  of  the  city's  popu- 
lation is  native  born  and  it  is  one  of  the 
most  satisfactory  labor  markets  in  the 
country.  There  are  nearly  30,000  indus- 



trial  operatives  in  the  city.  Cheap  gas, 
electric  current  and  water  are  listed 
among  the  attractions  industrially  while 
housing  conditions  for  workmen,  togeth- 
er with  school,  church  and  recreational 
facilities  are  declared  to  be  almost  ideal. 
On  "The  Dixie  Highway" 

Louisville  is  situated  both  on  "The 
Dixie  Highway"  and  "The  Midland 
Trail"  and  consequently  is  a  mecca  for 
tourists  by  automobile.  About  100  miles 
from  the  city  and  accessible  either  by 
rail  or  automobile  is  Mammoth  Cave, 
one  of  the  Eight  Wonders  of  the  World. 
The  national  memorial  to  Abraham  Lin- 
coln, housing  the  martyred  president's 
birth  cabin,  is  near  Hodgenville,  on  the 
Illinois  Central,  and  a  scant  sixty  miles 
from  the  chief  city  in  Kentucky.  The 
far-famed  Bluegrass  Region  comes  to 
the  very  door  yard  of  the  city,  as  it  were, 
and  can  be  toured  in  a  day  from  this 
point,  while  French  Lick  Springs,  known 
the  world  over,  is  but  a  ride  of  some 
four  hours  through  beautiful  Indiana 

Sister  Cities  in  Indiana 

New  Albany  and  Jeffersonville,  on  the 
Indiana  side  of  the  Ohio,  are  so  closely 
linked  with  Louisville  that  no  descrip- 
tion of  the  latter  would  be  complete 
without  including  these  cities.  The  gov- 
ernment's largest  Quartermaster's  Depot 
is  located  in  Jeffersonville  at  .the  junc- 

tion of  three  trunk  lines,  and  it  occupies 
acres  of  solid  buildings  and  houses  army 
equipment  valued  at  millions  of  dollars. 

The  three  bridges  connecting  Louis- 
ville with  her  Indiana  sisters  maintain 
a  permanent  and  certain  gateway  be- 
tween the  North  and  the  South.  Many 
of  the  other  gateways  between  the  two 
sections  are  automatically  closed  during 
high  floods,  but  in  the  highest  floods  that 
have  ever  visited  the  Ohio  River,  com- 
munication has  never  been  cut  off  by 
reason  of  the  Louisville,  New  Albany 
and  Jeffersonville  gateway. 

The  great  Howard  Ship  Yards,  which 
build  boats  for  every  part  of  the  world, 
are  located  just  across  the  river  from 
Louisville,  and  both  New  Albany  and 
Jeffersonville  possess  many  large  fac- 

About  8,000  residents  of  the  two  In- 
diana cities  are  employed  permanently 
in  Louisville,  and  a  large  number  of 
citizens  of  Louisville  maintain  summer 
homes,,  and  many  of  them  permanent 
homes,  on  the  north  side  of  the  river. 

The  three  cities  are  connected  by  the 
Louisville  and  Southern  Indiana  Trac- 
tion Company  interurban  lines  and  the 
"Big  Red  Car"  has  become  a  familiar 
figure  in  each  of  them.  This  line  of  cars 
passes  Glenwood  Park,  a  beautiful  nat- 
ural bit  of  scenerv  lying  half-way  be- 
tween New  Albany  and  Jeffersonville. 



Letter  from  a  Former  Illinois  Central  Employe  Now 

at  the  Front 

Base  Hospital  No.  12,  U.  S.  A., 
c/o  General  Hospital  No.  18, 

B.  E.  F.,  France, 

August  9,  1917. 
My  Dear  Mr.  Mudge: 

Many  thanks  for  your  kind  letter,  received  at  this  end  about  ten  days  ago, 
as  well  as  the  I.  C.  Magazine  and  booklet  published  by  the  D.  L.  &  W.  R.  R. 

The  weather  here  for  the  past  ten  days  has  been  of  the  worst  variety  I 
ever  experienced  and  certainly  was  a  blessing  for  the  F'ritzies  during  the  last 
offensive  undertaken  by  the  Allies.  It  rained  where  we  are  for  seven  succes- 
sive days  and  nights.  We  would  go  to  bed  with  it  raining  and  get  up  with  the 
same  downpour,  and  you  can  imagine  how  we  felt  when  you  take  into  con- 
sideration the  fact  that  we  are  under  canvas  that  is  not  entirely  waterproof. 
Nothing  but  a  brick  could  have  withstood  the  water  showered  onto  us  and  I 
consider  myself  pretty  lucky  when  I  think  that  our  tent  had  only  two  or  three 
leaks.  At  night  all  we  could  do  was  to  blow  out  the  candle,  pull  our  shelter 
half  over  our  blankets  (the  wet,  cold,  clammy  things)  and  go  to  sleep  thinking 
of  how  comfortable  we  used  to  be. 

As  you  must  realize,  during  the  past  week,  or  when  the  big  drive  was  started, 
we  were  extremely  busy,  but  between  carrying  stretchers,  etc.  (a  sort  of  side  • 
line  for  me  that  only  took  up  about  five  hours  out  of -the  twenty-four)  and  work- 
ing extra  time  at  the  office  (the  last  ten  days  of  the  month  are  our  busy  ones) 
I  took  occasion  to  go  through  one  of  the  hospital  trains  that  happen  to  be 
switched  on  a  siding  at  this  point.  It  was  quite  a  revelation  to  me,  and  if 
you  wrll  just  think  of  a  most  modern  hospital  you  will  get  a  better  idea  of 
it  than  if  I  should  try  to  describe  it.  In  the  -first  place  the  train  is  made  up 
of  sixteen  cars  of  steel  construction  and  electric  lighted  throughout.  Of 
these  cars,  six  are  used  for  quarters  of  the  nurses,  doctors  and  orderlies, 
kitchens,  office  space  and  supplies.  Each  train  carries  approximately  forty- 
five  orderlies,  three  nurses  and  two  doctors  as  well  as  a  couple  of  office 
men.  In  response  to  my  request  as  to  whether  we  (my  two  tentmates  and 
myself)  could  go  through  this  particular  train,  the  man  in  charge  said  "Cer- 
tainly," and  we  started  right  in  at  the  end.  The  rear  two  cars  are  for  the 
doctors  and  nurses  and  the  first  kitchen  which  supplies  the  doctors  and 
nurses  with  their  meals  and  the  first  four  cars  of  patients.  Next  come  the 
quarters  for  the  orderlies  and  this  car  is  similar  to  any  of  the  equipment  of 
England,  it  being  of  the  compartment  style.  For  the  serious  cases,  the  cars 
are  open  from  end  to  end  (by  this  I  mean  that  there  are  no  compartments) 
with  one  aisle  down  the  middle  of  the  car  and  beds,  three  deep,  on  either  side. 



By  this  arrangement  thirty-six  can  .be  accommodated.  In  the  middle  of  the 
train  is  the  car  containing  the  office  space  (the  names  of  the  wounded  together 
with  their  regimental  number,  name  of  regiment,  etc.,  are  checked  here  as 
against  lists  received  from  the  Casualty  Clearing  Station  from  which  they  are 
received,  as  well  as  the  performance  of  other  necessary  detail  work)  and  oper- 
ating room.  Of  course,  you  understand  that  very  few  operations  are  made 
en  route  between  the  Casualty  Clearing  Station  and  the  base  hospital  to  which 
destined,  but  should  a  case  come  up  where  it  is  deemed  inadvisable  to  wait 
until  destination  is  reached  they  are  prepared  to  do  all  cutting.  For  the  cases 
that  do  not  require  constant  care,  the  cars  are  of  the  compartment  variety 
with  six  to  a  compartment  and  six  compartments  to  a  car.  In  all  cases,  where- 
ever  it  is  possible,  one  man  is  placed  in  a  compartment  who  is  able  to  take 
care  of  himself  and  at  the  same  time  be  of  some  assistance  to  the  other  five 
in  the  compartment.  At  the  forward  end  of  the  train  is  another  kitchen. 
Electric  fans  are  placed  in  all  compartments,  etc.,  the  power  being  generated 
the  same  as  on  Pullman  Equipment. 

Of  course,  it  is  not  all  work  here  although  we  are  running  extremely 
short-handed  and  none  of  us  get  very  much  sleep.  Reinforcements  from  Chi- 
cago are  expected  some  time  this  month.  The  other  day  we  had  a  band  concert 
and  I  certainly  wish  we  had  the  use  of  our  cameras  for  the  sight  was  one 
which  I  will  never  forget.  Gathered  around  the  band  on  all  sides  were  the 
patients,  the^  representing  wounded  soldiers  from  all  parts  of  the  world — 
Austria,  England,  France,  Portugal,  South  A.frica,  Ireland,  Scotland,  Belgium, 
Jamaica,  Canada,  and  last,  but  not  least,  as  the  Germans  will  soon  find  out, 
America.  All,  with  the  exception  of  the  Americans,  wore  the  hospital  costume 
of  light  blue  trousers  and  coat,  white  shirt  with  roll  collar  and  red  tie — note 
the  red,  white  and  blue  colors.  For  the  patients  who  could  stand  the  open  air 
but  who  could  not  walk,  the  orderlies  carried  them  on  stretchers  to  where 
the  band  was  playing  and  gave  them  a  parasol  (Japanese)  and  this  together 
with  the  bright  warm  sunshine  only  added  to  make  the  scene  kaleidoscopic 
in  its  aspect.  American  .ragtime  was  mixed  in  with  the  balance  of  the  program 
and  all  had  a  very  enjoyable  time.  It  was  such  a  success  that  I  understand 
that  arrangements  are  n^w  under  way  to  give  us  a  concert  at  least  every  ten 

We  have  our  baseball  games  and  get  the  major  league  results  over  here 
so  you  see  we  are  not  entirely  lost.  I  have  noted  lately  that  the  states  are  in 
the  throes  of  another  heat  wave  even  severer  to  that  of  last  year.  I  can  imagine 
how  the  beaches  are  filled  by  thousands  trying  to  keep  cool.  They  wouldn't 
have  much  trouble  doing  that  over  here,  although  I  am  still  wearing  B.  V.  D. 
(an  article  of  clothing  that  is  unknown  by  the  natives  over  here).  Was  on 
guard  all  last  night  and  thought  I  would  freeze  to  death  for  I  had  neglected 
to  take  any  blankets  with  me,  thinking  mv  heavy  army  overcoat  would  suffice. 
Never  again.  Often  wish  I  was  stretched  out  on  the  forward  deck  of  the  old 
"Aitchpe,"  giving  myself  a  sunbath  after  swimming. 

Well,  guess  I'll  get  to  work.    Good-by. 



Mr.  Stratton  at  the  time  of  his  enlistment  was  employed  as  chief  clerk  to 
Mr.  H.  N.  Mudge,  general  advertising  agent,  passenger  department,  Illinois  Cen- 
tral Railroad  Company. — Editor. 

Interesting  Letter  from  an  Ex-Illinois  Central  Employe 

Who  is  Now  a  Lieutenant  in  the  American 

Flying  Battalion  in  France 

Note:  Young  Bamrick  is  a  son  of  R.  P.  Bamrick,  now  yardmaster  of  this  company  at  Burnside.  He 
is  22  years  of  age  and  during  vacation  periods  worked  for  the  general  storekeeper  and  shop  superintendent 
at  Burnside.  Later  was  employed  in  the  Chicago  postoffice.  He  also  attended  the  De  La  Salle  Institute 
and  was  for  five  years  a  member  of  the  Naval  Reserves. — Editor. 

Ecole  d'Aviation,  fours,  France, 

Indre  et  Loire,  July  22,  1917. 
My  Dear  Parents : 

Received  your  letters  last  night  when  returning  from  flying,  Father's  let- 
ter mailed  June  19  and  mother's  on  June  28,  so  you  see  it  takes  about  a  month 
for  the  average  mail  to  make  the  trip.  When  we  write  now  the  military  mail 
is  held  up  in  Paris  for  ten. days  instead  of  opening,  also  civil  mail.  This  gives 
time  for  any  military  news  td  grow  stale  and  become  of  no  direct  value.  This 
cuts  down  the  censor's  staff.  So  Bill  is  at  home,  so  it  is  said.  The  arrival 
of  the  U.  S.  Army  at  St.  Nazzaire  certainly  "raised  Cain,"  as  they  cannot 
stand  the  idea  of  champaigne  selling  at  10  francs  (less  than  $2.00)  per  quart. 
We  were  doing  our  stunts  far  off  the  ground  when  they  landed.  They  were 
not  near  us  at  all,  as  we  were  in  France  much  ahead  of  them.  But,  then,  they 
are  jusv  regular  soldiers.  (Snobbishness.)  We  get  along  very  well  here. 
And  as  far  as  eats,  everything  is  satisfactory.  Breakfast  at  4 :15 ;  we  get  cof- 
fee, bread  (war),  cheese,  chocolate.  Dinner,  10:30  a.  m. ;  soup,  salad,  roast 
beef — never  a  change — beans,  potatoes,  bread,  coffee,  cherries.  On  Sunday 
same,  only  apple  butter  for  bread.  Supper,  4 :30  p.  m. ;  same  as  dinner,  with 
cheese  added  attraction.  Then  when  we  return  from  our  night's  flying,  we 
spend  a  franc  or  so  in  the  canteen.  We  have  hot  chocolate,  two  fried  eggs, 
good  bread  and  country  butter.  So  is  our  life.  When  we  have  time  and 
spare  energy,  we  walk,  Harry  and  I,  to  a  place  in  a  village  about  three  miles 
from  here  and  get  a  real  feed.  Hope  Aunt  Soph  is  very  well  by  now.  Do  not 
overdo  yourself,  mother,  in  the  way  of  work.  There  is  no  reason  to  give  a 

Top  row-  Left  to  Right: — 

Harry  Harrell,  Len  Bruton,  .Ternigan,  C.  H.  Hammann,  Instructor  M.  Thienot, 
Del  Conley,   arrow  indicates  Eclw.   J.  Bamrick,   French  Mechanician. 
Bottom   row — Left  to  Right: — 

French  Mechanician,  Chas.  Boylan,    "Speed"  Manley. 
Class — French    Caudron   No.    16. 



worried  thought  about  me,  so  do  not.  Just  write  frequently,  that's  all.  Send 
some  candy,  if  you  want  to,  but  do  nothing  extra  to  make  it.  Best  wishes  to 
all,  including  visitors.  Much  love.  Your  affectionate  son, 


First  Aero  Detachment,  U.  S.  Navy. 
Care  of  P.  M.,  New  York,  N.  Y. 

The  Railroads'  War  Board 

Special  Committee  on  National  Defense 

Washington,  D.  C,  Aug.  16,  1917. 

The  following  statement  is  authorized 
by  Fairfax  Harrison,  Chairman  of  the 
Railroads'  War  Board: 

Reports  just  received  by  the  Rail- 
roads' War  Board  show  that  the  rail- 
roads of  the  country,  in  their  co-operative 
effort  to  give  to  the  country  the  greatest 
possible  amount  of  freight  service,  have 
effected  an  extraordinary  improvement 
in  freight  car  supply. 

These  reports  show  that  the  excess  of 
unfilled  car  requisitions  over  idle  cars, 
or  what  is  ordinarily  but  inaccurately 
termed  car  shortage,  was  only  one- fourth 
as  great  on  August  1,  1917,  as  on  May 
1,  1917. 

The  excess  of  unfilled  car  requisitions 
on  May  1st  was  148,6.27;  on  June  1st 
it  was  106,649;  on  July  1st  it  was  77,- 
682,  and  on  August  1st  it  has  been  re- 
duced to  33,776. 

This  result  has  been  accomplished  at 
a  time  when  the  railroads  are  supply- 
ing from  fifteen  to  twenty  per  cent  more 
freight  service  with  the  same  number  of 
cars  than  was,  being  given  this  time 

last  year,  for  the  railroads  handled  in 
July  a  tremendous  increase  in  both  gov- 
ernment and  commercial  traffic. 

The  movement  of  cantonment  supplies 
alone  occupied  the  full  services  of  more 
than  30,000  cars.  There  was  also  an 
extraordinarily  heavy  demand  for  cars 
to  transport  food  products,  as  well  as 
materials  to  and  from  munition  factories. 

The  result  above  achieved  has  been 
accomplished  by  co-operation  with  the 
railroads  of  shippers,  regulating  bodies 
and  the  public  in  general.  This  co-opera- 
tion has  made  possible  the  extensive 
loading  of  freight  cars,  prompter  unload- 
ing, the  elimination  of  a  large  amount  of 
unnecessary  passenger  train  service,  and 
an  opportunity  generally  to  utilize  the 
railroad  plant  efficiently. 

The  aim  of  the  railroads  at  the  present 
time  is  to  put  each  car  to  the  greatest 
possible  use,  to  have  empty  cars  placed 
where  they  are  most  needed,  to  prevent 
overlapping  and  unnecessary  service — in 
other  words,  to  make  the  entire  railroad 
system  of  the  United  States  the  most 
effective  possible  transportation  agency 
in  winning  this  war. 



Draw  Bridge  Over  New  Basin  Canal  at 
New  Orleans 

S.  F.  Grear,  Chief  Draftsman,   Bridge  Department 

HP  H<E  Illinois  Central  and  Yazoo  & 
Mississippi  Valley  railroads  own  a 
large  tract  of  land  at  New  Orleans  which 
is  being  gradually  developed  into  an  im- 
mense terminal  for  the  handling  and 
storing  of  local  freight.  This  is  known 
as  the  Poydras  Yard  Terminal.  Four 
concrete  freight  houses  have  been  built 
and  a  number  of  old  brick  warehouses 
are  still  in  use  for  storage.  The  facili- 
ties also  include  a  grain  elevator  and 
team  tracks. 

The  only  entrance  to  this  terminal  is 
a  single  track  crossing  New  Basin  Canal 
near  Broad  Street.  This  track  was  or- 
iginally the  main  line  of  the  Y.  &  M.  V. 
before  the  present  Union  Station  was 

The  New  Basin  Canal  is  a  ship  canal 
connecting  the  shipping  basin  just  east 
of  the  Union  Station  with  Lake  Pont- 
chartrain.  The  passing  ships  and  boats 
require  the  bridges  to  be  opened  on  an 
average  of  about  twelve  times  per  day. 

The  old  bridge  at  this  point  consisted 
of  a  swing  span  supported  on  timber  pile 
piers  and  was  turned  by  hand.  Figure 
No.  1  shows  a  picture  of  the  old  span. 
This  span  was  built  in  1882-3  and  was 
designed  for  very  light  traffic.  This  re- 
quired that  all  switching  in  Poydras 
Yard  be  handled  by  light  engines,  and  in 
1914  it  was  decided  to  put  in  a  heavy 
span  suitable  for  present  conditions. 

The  type  of  span  adopted  is  technically 
known  as  the  Strauss  Trunnion  Bascule 
Bridge,  patented  by  the  Strauss  Bascule 
Bridge  Company.  The  steel  work  is  a 

duplicate  of  the  span  erected  at  Galena 
the  year  before. 

On  account  of  the  heavy  traffic  in 
the  canal  it  was  necessary  to  change  the 
location  so  that  the  new  bridge  could  be 
built  without  interferring  with  the  oper- 
ation of  the  old  bridge. 

The  foundations  consist  of  two  con- 
crete abutments  and  one  pier,  the  greater 
portion  of  the  load  being  carried  on  the 
pier.  On  account  of  the  steel  being  so 
close  to  the  water,  the  amount  of  con- 
crete was  comparatively  small,  but  con- 
siderable difficulty  was  experienced  in 
keeping  water  out  of  the  excavations. 
The  main  pier  was  carried  to  a  depth  of 
16.5  feet  below  the  water  line  and  is  car- 
ried on  sixty-three  timber  piles  50  ft. 
long.  The  greatest  difficulty  was  expe- 
rienced in  putting  in  the  west  abutment, 
which  was  carried  15.5  feet  below  the 
water  line  or  about  20  feet  below  the 
ground,  this  abutment  being  in  the  bank. 
On  account  of  encountering  quick  sand 
the  sheathing  failed  and  it  was  necessary 
to  redrive  a  portion  of  it  with  longer 
sheathing.  This  abutment  is  carried  on 
seventy-two  piles,  as  the  piles  did  not 
have  as  good  a  bearing  as  in  the  center 
pier.  The  east  abutment  was  not  carried 
so  deep,  and  there  was  no  difficulty  in 
constructing  it.  The  masonry  work  was 
done  by  the  Gould  Construction  Com- 

The  steel  work  consists  of  a  moving 
leaf  over  the  channel,  99  ft.  3  in.  long, 
and  an  anchor  span  of  62  ft.  On  ac- 




across  NewBasm  Canal 
New  Orleans  .La. 

count  of  crossing  the  canal  at  an  angle, 
the  clear  opening  for  boats  is  only  60  ft. 
The  moving  leaf  operates  by  rotating 
about  the  main  trunnion  pin  directly  over 
the  pier.  One  of  the  accompanying  pic- 
tures shows  the  completed  bridge  closed 
for  the  passage  of  trains,  and  another 
shows  the  bridge  open  during  the  erec- 

tion. It  was  necessary  to  erect  the 
bridge  in  this  position  so  as  not  to  inter- 
fere with  the  passage  of  boats.  All  steel 
was  erected  by  company  gang  under 
Foreman  Perry. 

The  weight  of  the  moving  leaf  is 
counterbalanced  by  a  large  mass  of  con- 
crete weighing  about  250  tons.  This 



counterweight  is  suspended  directly  over 
the  track  and  when  the  bridge  is  opened 
it  swings  down  within  a  few  inches  of 
the  rails. 

The  bridge  may  be  opened  or  closed  in 
three  minutes.     It  is  operated  by  an  elec- 

tric motor  with  power  from  city  wires. 
The  operating  machinery  was  designed 
and  installed  by  C.  H.  Norwood. 

The  bridge  contains  about  600  tons  of 
steel  and  the  total  cost  was  about  $70,- 


Sup't.  W.  Atwill,  Kuttawa,  Ky.,  August  16,  1917. 

Carbondale,  111. 

Dear  Sir — On  July  1  my  little  daughter  left  St.  Louis  for  Kuttawa,  Ky.,  and  the 
train  which  she  was  on  reached  Paducah  too  late  to  make  connection  with  the  Kuttawa 
train,  so  she  had  to  stay  over  all  night  in  Paducah,  Ky.,  and  this  letter  is  to  inform  you 
of  the  kind  and  courteous  treatment  she  received  at  the  hands  of  Conductor  A.  N. 
Wakefield.  He  took  her  to  the  hotel  and  cheered  her  up  and  looked  after  her  as  care- 
fully as  if  she  had  been  his  own  little  daughter.  Anything  you  can  do  for  him  will  be 
greatly  appreciated  and  I  shall  ever  remember  his  kindness  to  my  daughter.  It  is  a 
pity  that  all  conductors  are  not  pleasant  and  kind  to  the  traveling  public  like  he  is. 
Wishing  you  success  and  happiness,  I  am, 

Yours  truly, 

J.  W.  Sanders. 

Carbondale,  August  20,  1917. 
Dear  Sir: 
Mr.  T.  W.  Sanders, 

Kuttawa,  Ky. 

I  wish  to  acknowledge  receipt  of  your  letter  August  16,  having  reference  to  your 
little  girl  making  trip,  St.  Louis  to  Kuttawa,  Ky.,  reaching  Paducah  too  late  to  make 
connection  with  train  leaving  Paducah  for  Kuttawa,  and  the  kind  treatment  accorded 
your  daughter  by  Conductor  A.  N.  Wakefield.  » 

As  requested,  your  letter  was  referred  to  Conductor  Wakefield  for  his  information. 
In  this  connection,  will  also  state  that  the  management  of  this  company,  as  well  as 
myself,  appreciate  receiving  letters  of  this  kind. 

Yours  truly, 

W.  Atwill,  Superintendent. 

Some  Facts  and  Figures  About  Arkansas 

By  Hugh  Hardin,  Commercial  Agent 

I  N  the  year  1682  France  acquired,  by 
right  of  discovery  and  by  taking  pos- 
session, an  immense  region  in  America 
extending  from  the  Gulf  of  Mexico  on 
the  south,  northward  to  the  Canadian 
Line,  and  from  the  Mississippi  River  on 
the  east  to  the  Pacific  Ocean  on  the 
west,  and  which  they  named  Louisiana 
in  honor  of  Louis  XIV,  then  King  of 
France.  This 'territory  was  acquired  by 
the  United  States  from  France  in  the 
year  1803,  in  what  is  known  as  the 
Louisiana  Purchase.  Of  this  territory 
twelve  states  and  three  territories  were 
formed,  Arkansas  being  one  of  the 

Arkansas  was  admitted  to  the  Union 
June  15th,  1836.  The  state  covers  an 
area  of  52,000  square  miles.  It  is  situ- 
ated in  the  center  of  the  continent  and 
in  the  heart  of  the  Mississippi  Valley. 
Its  surface  is  in  places  low  and  level,  in 
others  hilly  and  in  others  extremely 
rough  and  mountainous.  Along  the 
southern  and  eastern  borders  it  has  an 
elevation  of  about  281  feet  above  the 
Gulf  -of  Mexico,  and  along  the  northern 
boundary  it  has  an  elevation  of  2,340 
feet.  The  highest  point  between  the 
Rockies  and  Alleghenies  is  Mount  Mag- 
azine, in  Logan  County,  Arkansas. 

Little  Rock,  the  capital,  is  located 
about  the  center  of  the  state,  on  .the  Ar- 
kansas River.  Its  population  is  about 
80,000.  Little  Rock  was  named  by  De 
Soto  and  his  band  of  explorers,  who  on 

their  journey  from  the  Gulf  of  Mexico 
up  the  Mississippi  River,  thence  up  the 
Arkansas,  saw  no  rocks  until  they 
reached  a  point  on  the  Arkansas  River 
near  which  the  City  of  Little  Rock  was 
afterward  built.  The  other  principal 
cities  in  the  state  in  the  order  named 
are  Ft.  Smith,  Pine  Bluff,  Hot  Springs, 
Helena  and  Texarkana. 

Hot  Springs,  Arkansas,  is  famous  the 
world  over  for  its  wonderful  medicinal 
waters  and  from  a  climatic  standpoint ; 
the  Hot  Springs  could  not  have  been 
more  advantageously  situated,  as  they  are 
removed  from  all  extremes  and  northern 
visitors  find  there  a  sure  escape  from 
the  severities  of  their  winters,  while 
the  summer  heat  is  tempered  by  an 
elevation  of  1,000  feet  above  sea  level. 

The  differences  in  latitude,  longitude 
and  altitude  give  Arkansas  as  great  a 
variety  of  climate  and  soil  formations 
as  are  found  in  any  state  in  the  Union. 
This  variety  of  soil  and  climate  has  made 
of  Arkansas  a  state  that  is  not  dependent 
upon  any  other  state  or  country.  It 
would  be  possible  to  supply  the  needs 
of  the  inhabitants  of  this  state  from 
products  of  Arkansas  soil  or  factory 
without  the  aid  of  outside  sources.  This 
is  due  to  the  great  variety  of  crops  that 
can  be  raised  in  Arkansas  and  the  other 
developed  and  undeveloped  natural  and 
artificial  advantages. 

The  mineral  resources  of  Arkansas 
are  worthy  of  more  than  passing  notice, 



and  while  developed  to  some  extent,  the 
development  has  not  been  complete  by 
any  means.  Arkansas  is  one  of  the 
wealthiest  states  in  the  Union  in  mineral 
resources.  In  fact,  Prof.  Jno.  C.  Bran- 
ner,  who  made  the  original  geological 
survey  in  the  state,  is  quoted  as  saying 
that  Arkansas  is  the  richest  state  in  min- 
eral resources  of  commercial  value  of 
any  state  in  the  Union,  not  excepting  the 
state  of  Pennsylvania.  She  has  by  far 
greater  value  in  her  mineral  resources 
undeveloped  than  those  developed.  .The" 
following  minerals  are  now  being  mined 
profitably  in  the  state :  Manganese,  lead, 
zinc,  marble,  tripoli,  diamonds,  granite, 
clay,  Fuller's  earth,  phosphates,  coal  and 
Bauxite.  It  has  been  stated  that  the  zinc 
mined  in  Arkansas  is  the  best  grade  of 
metallic  zinc  found  in  the  United  States. 
Arkansas  coal  has  been  specified  a  num- 
ber of  times  for  use  in  the  United  States 
Navy,  and  more  than  a  million  tons  are 
mined  annually. 

Arkansas  is  the  only  diamond  produc- 
ing state  in  the  Union.  In  fact,  the  dia- 
mond mines  in  Pike  County,  near  Mur- 
freesboro,  Arkansas,  are  the  only  known 
diamond  mines  of  value  in  North  Amer- 
ica. The  diamonds  found  in  this  state 
have  stood  the  test  and  have  been  pro- 
nounced by  recognized  authority  as  equal 
or  superior  in  quality  to  any  discovered 
in  South  Africa.  In  this  field  over  four 
thousand  genuine  diamonds  have  been 
mined  to  date. 

Aluminum  ore  (Bauxite)  is  one  of  the 
principal  ores  mined  in  Arkansas.  The 
deposits  developed  lie  in  Saline  and  Pu- 
laski  counties,  only  a  short  distance  from 
Little  Rock.  The  American  Bauxite 
Company  is  the  owner  of  the  largest  de- 
posits, and  is  engaged  in  mining  the  ore 
and  shipping  it  out  for  purposes  of  man- 
ufacture. This  company  also  operates  a 
railroad  about  three  and  one-half  miles 
long  in  connection  with  its  ^mining  inter- 
ests, which  is  known  as  the  Bauxite  & 
Northern,  and  which  connects  with  the 
Rock  Island  at  Gibbons,  Arkansas,  and 
with  the  Iron  Mountain  at  Bauxite  Junc- 
tion, Arkansas. 

Arkansas  is  one  of  the  few  states 
which  still  have  large  areas  of  commer- 
cial forest  awaiting  utilization.  There 

are  1,751  establishments  manufacturing 
lumber  products  in  the  state,  which  fur- 
nish employment  to  about  thirty-five 
thousand  wage  earners.  Their  annual 
output  is  approximately  two  billion  feet, 
or  five  percent  of  the  total  for  the  United 
States.  The  total  lumber  production  ot 
Arkansas  is  only  surpassed  by  three 
states — Washington,  Louisiana  and  Mis- 
sissippi. In  cut  of  red  gum  and  hickory 
Arkansas  ranks  first,  producing  one- 
third  of  the  total  amount  of  red  gum 
for  this  entire  country.  Lumbering  be- 
gan in  the  state  on  a  small  scale  a  cen- 
tury ago,  and  cutting  has  gone  on  ever 
since.  Systematic  lumbering  in  Ark- 
ansas, however,  is  comparatively  recent 
and  the  State  is  today  one  of  the  richest 
in  lumber  resources.  Sixty  of  the  100 
kinds  of  trees  in  Arkansas  are  cut  and 
sold ;  not  more  than  one-hatf ,  however, 
are  commonly  distinguished  as  separate 
species  in  the  regions  where  they  are 
cut.  Arkansas  furnishes  one-tenth  of 
the  hardwood  of  the  world  arid  is 
seventh  in  the  production  of  yellow  pine. 
There  are  also  fifty  million  feet  of  cy- 
press cut  in  Arkansas  annually. 

As  to  agricultural  resources  of  the 
State,  any  southern  crop  can  be  success- 
fully grown  in  almost  any  part  of  Ark- 
ansas and  live  stock  and  poultry  raising 
are  numbered  among  the  State's  most 
successful  industries. 

Benton  and  Washington  are  the  two 
largest  apple  growing  counties  in  the 
United  States  and  the  largest  peach  or- 
chard in  the  world,  (6,000  acres  in  one 
orchard),  is  in  Pike  County.  This 
County  also  produces  a  very  superior 
grade  of  cantaloupes,  which  are  said  to 
be  equal  to  the  famous  Colorado 

Arkansas  strawberries  are  becoming 
better  known  every  year  in  the  eastern 
markets  and  last  year  hundreds  of  cars 
were  shipped  from  this  State. 

Arkansas  is  a  land  of  double  crops. 
Almost  alwavs  two  and  sometimes  three 
crops  can  be  obtained  .from  the  same 
land  each  year. 

Arkansas  rice  ranks  high  in  quality 
and  yield  and  this  comparatively  new 
crop  is  reaching  large  proportions.  The 
estimated  acreage  of  the  crop  this  year  is 



110,000,  and  the  average  yield  is  fifty 
bushels  per  acre.  The  average  cost  of 
production  of  rice  per  acre  is  $25.00, 
and  the  average  amount  received  by  the 
farmer  per  acre  is  $50.00.  This  average 
cost  of  production  includes  every  ex- 
pense, from  the  first  plowing  to  deliver- 
ing the  rice  to  the  mill.  Rice  is  grown 
principally  in  the  prairie  counties  of  the 
State — Arkansas,  Lonoke,  Prairie  and 
Monroe  Counties ;  however,  twenty-six 
counties  in  Arkansas  produce  rice. 
There  are  at  present  six  large  rice  mills 
in  the  State  which  are  operating  day 
and  night. 

Arkansas  is  fifth  in  cotton  raising. 

Only  about  15  percent  of  Arkansas 
land  is  enclosed  by  fences. 

The  average  value  of  all  farm  prop- 
erty per  farm  is  $1,900.00,  85  percent 
increase  in  a  decade,  and  the  average 
value  of  land  per  acre  in  Arkansas  is 
$14.13,  an  increase  of  123.6  percent  in 
the  last  decade. 

The  first  railroads  were  chartered  in 
this  State  between  1850-  and  1860.  In 
1858  the  first  railroad  was  built.  It  was 
part  of  which  was  afterwards  the  Little 
Rock  and  Memphis  Railroad,  and  which 
is  now  a  part  of  the  Rock  Island  Sys- 

tem. The  first  section  was  built  from 
Memphis,  Tennessee  to  Madison,  Ark. ; 
the  second  section  from  Little  Rock  to 
De  Vails  Bluff.  The  Middle  section, 
from  Madison  to  De  Vails  Bluff  was 
not  built  until  many  years  later.  The 
intermediate  distance  was  covered  by 
stage  coach  or  by  steamboats  from 
Memphis  down  the  Mississippi  and  up 
the  White  River  to  De  Vails  Bluff. 
Surveys  were  made  for  the  Cairo  &  Ful- 
ton Railroad,  now  a  part  of  the  Iron 
Mountain,  but  no  part  of  it  was  con- 
structed in  Arkansas  before  1860.  To- 
day there  are  fifty-four  regularly  char- 
tered railroads  operating  in  all  through 
the  State  of  Arkansas. 

The  importance  of  Arkansas  to  the 
Illinois  Central  and  The  Yazoo  &  Mis- 
sissippi Valley  Railroads  from  a  traffic 
standpoint  can  be  readily  seen  by  a 
glance  at  the  map.  With  their  splendid 
geographical  situation  and  gateways  at 
Memphis,  Gale  and  East  St.  Louis  we 
are  in  position  to  handle  all  kinds  of 
Arkansas  traffic,  and  render  excellent 
transportation  service  to  and  from  al- 
most any  point  in  the  wide  territory  we 

OW  to 

It  is  not  the  Science  01  curing  Disease  so  much  as  the  prevention  01  it 

that  produces  the  greatest  ^ood  to  Humanity.  One  of  trie  most  important 

duties  of  a  Health  Department  should  be  trie  educational  service 

*     A     A     A  teaching  people  now  to  live   A     A     A     A 

Conserve  the  Food  Supply 

'  I  ^HE  following  instructions  as  to 
what  the  private  citizen  can  do  to- 
wards winning  the  war  through  the  con- 
servation of  food  and  fuel  have  been 
formulated  •  by  Mr.  Herbert  Hoover, 
United  States  Food  Administrator.  Each 
individual  should  take  it  under  himself 
to  economize  on  foodstuffs  in  order  that 
the  necessary  economy  may  result. 

SAVE  THE  MEAT.  Beef,  mutton 
or  pork  should  not  be  eaten  more  than 
once  daily.  Use  freely  of  vegetables 
and  fish.  When  meat  is  '  served,  care 
should  be  taken  to  serve  smaller  por- 
tions, and  boiled  meats  are  to  be  recom- 
mended instead  of  steaks.  Made-dishes 
should  be  prepared  from  all  "left- 
overs." If  these  things  are  carefully  fol- 
lowed, there  will  be  meat  enough  for 
everyone  at  a  reasonable  price.  Today 
we  are  killing  dairy  cows  and  female 
calves  as  a  result  of  the  high  prices  of- 
fered. If  each  person  saved  one  ounce 
of  meat  each  day,  we  would  have  an 
additional  supply  equal  to  2,200,000  cat- 
tle. Therefore,  eat  less  and  eat  no  young 

SAVE  THE  WHEAT.  Have  one 
wheatless  meal  a  day.  Use  corn,  oat- 
meal, rye  or  barley  bread  and  non-wheat 
breakfast  foods.  Order  bread  24  hours 
in  advance  of  your  requiring  so  that  your 
baker  will  not  bake  beyond  his  means. 
Cut  the  loaf  on  the  table  and  cut  it  only 
as  required.  Use  the  stale  bread  for 
cooking,  toast,  etc. .  Eat  less  cake  and 
less  pastry.  Our  wheat  harvest  is  far 
below  normal.  If  each  person  saves  one 
pound  of  wheat  flour  weekly,  that  would 

mean  150,000,000  more  bushels  of  wheat 
for  the  allies  to  mix  in  their  bread.  This 
will  help  to  save  democracy. 

SAVE  THE  MILK.  The  children 
must  have  milk,  especially  very  young 
children.  Use  every  drop.  Use  butter- 
milk and  sour  milk  for  cooking  and 
making  cottage  cheese.  Use  less  cream. 

SAVE  THE  FATS.  The  "United 
States  is  the  world's  greatest  fat  wast- 
ers. Fat  is  food.  Butter  is  essential 
for  the  growth  and  health  of  children. 
Use  butter  on  the  table  as  usual,  but  not 
in  cooking;  other  fats  are  as  good.  Re- 
duce use  of  fried  foods.  Save  daily  one- 
third  ounce  of  animal  fats.  Soap  con- 
tains fats,  so  do  not  waste  it.  Make 
your  own  washing  soap  out  of  the  fats 
that  you  save.  If  you  use  one-third 
ounce  less  of  animal  fats  per  day,  375,- 
000  tons  will  be  saved  yearly. 

SAVE  THE  SUGAR."  Sugar  is 
scarcer.  We  use  three  times  as  much 
per  person  as  our  "allies.  In  order  that 
there  may  be  enough  for  all  at  a  reas- 
onable price,  use  less  candy  and  sweet 
drinks.  Do  not  stint  on  the  sugar  in 
putting  up  fruits  and  jams,  for  they  will 
save  butter.  If  everyone  in  America 
saves  one  ounce  of  sugar  daily  it  would 
mean  1,100,000  tons  for  the  year. 

SAVE  THE  FUEL.  Coal  comes 
from  a  distance.  Our  railroads  are  over- 
burdened by  hauling  war  material.  Help 
relieve  them  by  burning  fewer  fires.  Use 
wood  when  you  can  get  it. 

Fruit  and  vegetables  we  have  in  abund- 
ance. As  a  nation,  we  eat  too  little 




green  stuffs.  Double  their  use  and  im- 
prove your  health.  Store  potatoes  and 
other  roots  properly  and  they  will  keep. 
Begin  now  to  can  or  dry  all  surplus  gar- 
den products. 

ize your  local  producer.  Distance  means 
money.  Buy  perishable  food  from  the 
neighborhood  nearest  you  and  thus  save 
transportation  as  well  as  food. 


Buy  less ;   serve  smaller  portions. 

Preach  the  "Gospel  of  the  Clean 

Don't  eat  a  fourth  meal. 

Don't  limit  the  plain  food  of  growing 

Watch  out  for  the  wastes  in  the  com- 

Full  garbage  pails  in  America  mean 
empty  dinner  pails  in  Europe  and  Amer- 

If  the  more  fortunate  of  our  people 
will  avoid  waste  and  eat  no  more  than 
they  need,  the  high  cost  of  living  prob- 
lem of  the  less  fortunate  will  be  solved. 

Kitchen  economy  is  one  of  the  most 
important  things  to  be  practiced  and 
carefully  followed  at  this  time.  Here 
are  a  few  valuable  suggestions  for  house- 
wives : 

Don't  throw  out  any  left-overs  that 
can  be  reheated  or  combined  with  other 
foods  to  make  palatable  and  nourishing 
dishes.  Every  bit  of  uneaten  cereal  can 
be  used  to  thicken  soups  or  gravy.  Stale 
bread  can  be  used  as  a  basis  for  many 
attractive  meat  dishes,  hot  breads  and 

Every  ounce  of  skimmed  or  whole 
milk  contains  nourishment.  Use  every 
drop,  either  to  drink  or  to  add  to  ce- 
reals, soups,  sauces  and  other  foods. 

Sour  milk  and  butter-milk  are  valuable 
in  many  kinds  of  cooking.  Do  not  waste 
any.  Every  bit  of  fish  or  meat  left  over 
can  be  combined  with  vegetables  or  ce- 
reals for  making  fish  and  meat  pies,  meat 
cakes,  and  to  add  flavor  and  food  value  to 
other  dishes.  Every  bit  of  clean  fat 
trimmed  from  meat  and  every  spoonful 
of  drippings  and  every  bit  of  meat  that 
rises  when  meat  is  boiling  can  be  clarified 
and  used.  Don't  fatten  your  garbage 
pail  at  the  expense  of  your  bank  account. 

Valuable  food  and  flavoring  get  into 
the  water  in  which  rice  and  many  other 
vegetables  are  cooked.  Use  such  wat- 
ers for  soup  making.  Careless  paring 
of  fruits  and  vegetables  means  waste. 

The  following  excellent  advice  was 
recently  formulated  by  the  Bureau  of 
Home  Economics  of  the  New  York  As- 
sociation for  improving  the  conditions 
of  the  poor: 

1.  Spend    from    one-fourth   to    one- 
third  of  your  money  for  bread,  cereals, 
macaroni  and  rice. 

2.  Buy    at    least    from   one-third    to 
one-half  a  quart  of  milk  a  day  for  each 
member  of  the  family. 

3.  Spend  as  much  for  vegetables  and 
fruits  together  as  you  do  for  milk.     If 
you  use  half  a  quart  of  milk  for  each 
member  of  the  family,  this  may  not  al- 
ways be  possible.    Then  spend  as  much 
for  vegetables  and  fruit  as  a  third  of  a 
quart  of  milk  a  day  would  amount  to. 

4.  Spend  not  more  for  meat  and  eggs 
than  for  vegetables  and  fruit.    Meat  and 
eggs  may  be  decreased  with  less  harm 
than  any  of  the  other  foods  mentioned. 
The   amount   spent    for   meat   may    de- 
crease as  the  amount  spent  for  milk  in- 


-//ccoun/ma  2A 



Car  Accounting 

The  object  of  this  article  explaining 
in  detail  some  of  the  work  of  the  Car 
Accountant's  Office  will  be  to  interest 
those  to  whom  we  must  look  for  reports 
from  which  to  compile  statistics  and  to 
furnish  information  to  the  shipping  pub- 
lice  covering  the  movement  of  traffic  in 
which  they  have  a  vital  interest,  and 
to  endeavor  to  impress  upon  agents, 
conductors  and  others  concerned  the 
fact  that  if  sufficient  care  is  token  in 
compiling  their  reports  it  will  eliminate 
almost  all  the  present  correspondence 
relative  to  errors  in  interchange  reports 
and  conductors'  wheel  reports. 

Figures  to  the  average  reader  are  dull 
and  uninteresting,  if  indeed  not  abso- 
lutely tiresome,  but  in  order  1  D  give  some 
idea  of  the  work  performed  in  this  of- 
fice, figures  will  be  resorted  to  from 
time  to  time. 

To  illustrate: 

Approximately  1,500  pieces  of  mail 
are  dispatched  from  this  office  daily, 
which  require  about  300  envelopes. 
These  envelopes  must  be  addressed  and 
each  piece  of  mail  folded  and  inserted 
and  envelopes  sealed.  More  than  1,200 
pieces  of  mail  aside  from  conductors' 
wheel  reports  and  agents'  interchange 
reports  are  received  daily.  This  means 
more  than  1,000  envelopes  to  open  and 
mail  sorted  and  distributed  to  the  various 
desks.  Approximately  2,000  conductors' 
wheel  reports  and  1,500  agents  inter- 
change reports  are  received  daily.  These 
must  be  taken  from  envelopes,  and 
sorted,  the  wheelage  reports  according 
to  district  number  for  convenience  in 
securing  information  which  can  be 
secured  only  from  these  reports.  Of 
the  wheel  reports  about  1,200  represent 
operation  of  freight  trains  and  show 
in  connection  with  other  information 
the  numbers  and  initials  of  cars  handled, 
whether  loaded  or  empty,  the  points 

from  uid  to  which  handled  and  the  date 

In  connection  with  each  report  is  a 
narrow  sheet  showing  in  duplicate  the 
information  outlined  which  sheet  is 
detached  from  the  report  immediately 
upon  receipt  by  the  Division  Superin- 
tendent and  forwarded  to  this  office. 
These  sheets  are  then  passed  to  the  sort- 
ing bureau. 

Agents'  interchange  reports  of  our 
cars  delivered  to  connecting  lines  should 
be  plainly  written,  care  being  taken  to 
write  only  between  lines  in  spaces  pro- 
vided for  car  number,  initial  and  other 
information  on  the  pink  and  yellow 
sheets,  (sheets  1  and  2  of  form  21-B) 
for  when  received  in  this  office  they 
go  to  the  sorting  bureau  and  are  as- 
sembled in  lots  of  from  50  to  100  and 
cut  into  individual  slips,  each  slip  repre- 
senting one  car.  The  narrow  sheets 
from  conductors'  wheel  reports  are  cut 
in  the  same  manner  and  these  slips,  or 
tags  are  sorted.  The  first  sorters 
separating  I.  C.  cars  from  foreign  rail- 
road cars.  The  second  sorters  then 
sort  I.  C.  cars  numerically  and  foreign 
railroad  cars  according  to  owning  road. 
The  tags  are  then  passed  to  the  car  rec- 
ord bureau,  where  is  recorded  the  run- 
ning record  of  all  freight  equipment. 
It  is  just  as  essential  for  agents  to  see 
that  the  yellow  sheets  covering  cars  re- 
ceived from  connection  lines  are  made 
out  properly  and  carefully  checked  to 
ascertain  if  they  received  all  cars 
handled.  The  reports  of  cars  received 
from  connecting  lines  who  do  not  use 
the  (cut  up)  system  of  interchange  re- 
ports are  passed  to  the  typists,  who 
transcribe  the  records  on  tags,  similar  to 
those  into  which  the  delivery  reports 
and  subdivided  sheets  of  the  freight 
wheel  reports  are  cut,  showing  initial, 
car  number,  date,  point  of  receipt  and 




road  from  which  received.  These  tags 
are  then  sorted  hy  the  sorting  bureau. 
This  bureau  sorts,  and  transmits  to  the 
record  bureau,  approximately  75,000 
tags  per  day. 

The     top  sheets     of     the    interchange 
reports  go  next  to  the  interchange. desk, 

and  requests  by  the  management.  The 
reports  are  then  filed  according  to 
station  and  road. 

It  is  doubtful  if  the  agents  realize  the 
importance  of  these  reports.  The  mere 
fact  that  the  I.  C.  C.  requires  so  much 
information  based  upon  them  should  be 

where  they  are  recorded  by  road,  June-      sufficient  reason  for  their  knowing  that 

Residential  District,       Louisville 

tion  point,  sheet  number  and  date  re- 
ceived. This  desk  also  records  the  num- 
ber of  I.  C.,  foreign  railroad  and  pri- 
vate line  cars  and  the  total  number  of 
loaded  and  empty  cars  delivered  and 
received  each  day,  and  compiles  various 
.statements  based  on  interchange  reports 
to  meet  certain  I.  C.  C.  requirements 

they  are  absolutely  correct.  The  I.  C.  C. 
has  a  purpose  in  asking  for  this  informa- 
tion and  with  th'e  information  as  a  basis 
it  enacts  laws  which  govern  the  opera- 
tion of  the  railroads.  Any  erroneous 
information  might  be  very  damaging  or 
even  disastrous,  so  too  much  cannot  be 
said  or  done  towards  perfecting  agents'. 



interchange  reports.  A  too  common 
error  made  by  agents  is  in  correcting 
the  top  sheet,  or  any  one  of  the  sheets 
and  not  making  corresponding  correc- 
tions on  all  of  the  six  copies  which  gives 
connecting  lines  and  this  office  dif- 
ferent records,  thus  again  causing  con- 
fusion when  we  are  making  our  pay- 
ments to  foreign  railroads  for-  per  diem 
earned  by  their  cars  while  on  our  rails 
and  checking  up  our  own  cars  to  see 
that  we  receive  all  per  diem  due.  These 
errors  and  omissions  in  reports  cause 
the  agents  to  be  burdened  with  tracers 
which  could  be  avoided  in  a  great  many 
instances  if  the  party  making  up  or 
checking  these  interchange  reports  would 
exercise  a  little  more  care.  The  elimi- 
nation of  these  tracers  would  effect  a 
saving  in  time,  labor  and  expense  in  this 
office  also  and  there  would  thus  be 
obtained  a  step  along  the  road  towards 

What  has  been  said  about  the  inter- 
change reports  will  apply  to  the  con- 
ductors' reports  of  both  freight  and 
passenger  trains.  Quite  frequently  the 
conductor  will  list  the  car  number  cor- 
rectly, but  will  show  all  the  cars  as  I.  C. 
cars  when  they  should  appear  as  foreign 
railroad  cars;  and  when  they  set  out  a 
number  of  cars  at  a  junction  point  they 
not  infrequently  show  them  as  going 
thru  to  the  end  of  the  line  which  con- 
fuses our  records  and  makes  it  im- 
possible to  give  correct  and  prompt  in- 
formation to  shippers  or  consignees ; 
and  one  of  the  surest  means  of  pleasing 
a  shipper  or  consignee  is  to  give 
promptly  information  sought,  while  the 
inability  to  give  this  information  will 
have  precisely  the  reverse  effect,  and 
it  is  an  acknowledged  fact  that  a  pleased, 
satisfied  customer  is  the  best  possible 
ad  or  recommendation. 

Another  report  which  is  of  vital  im- 
portance to  our  records  is  one  made  out 
by  all  agents  on  the  last  day  of  each 
month  on  form  19  showing  all  cars  on 
hand  at  all  stations  at  that  date.  No 
matter  what  class  of  equipment  it  is  or 
if  it  has  been  included  in  previous  re- 
ports, it  should  be  shown  as  on  hand  so 
that  we  can  enter  the  information  in 
our  record  books;  this  enables  us  to 
check  up  I.  C.  equipment  and  also  to 
pay  all  per  diem  due  to  owners  of  foreign 
railroad  cars  on  our  rails  up  to  the  last 
of  the  month. 

What  is  needed  more  than  anything 
else,  perhaps  is  closer  co-operation  be- 
tween this  office  and  the  various  offices 
along  the  line.  By  offices  along  the 
line  is  meant  not  only  the  agents,  but 
Division  Superintendents  and  all  who 
report  directly  to  them.  What  we  must 
do  is  explain  to  them  clearly  and 
courteously,  what  we  want  and  why  we 
want  it,  bringing  them  to  a  full  realiza- 
tion of  the  importance  of  their  reports 
to  us.  Make  them  see  that  the  wel- 
fare, or  perhaps  even  the  existence  of 
the  road,  and  surely  its  prosperity  de- 
pends in  a  great  measure  upon  their  re- 
ports to  the  various  offices.  If  we  could 
do  this  there  will  be  closer  harmony  and 
co-operation,  or  as  they  say  in  football 
and  baseball  games,  TEAM  WORK. 
The  individual  ball  player  may  play  a 
very  brilliant  game  individually,  but  if 
he  does  not  play  in  harmony  with  the 
other  members  of  the  team,  ten  to  one 
his  team  will  play  a  losing  game ;  but 
when  each  player  watches  all  his  team- 
mates and  plays  into  their  hands  ten  to 
one,  this  team  will  win,  and  teamwork 
will  apply  to  the  employes  of  the  rail- 
road company  just  as  to  the  members 
of  the  ball  team. 


Pointed   Paragraphs 

From.  Various  ^MLagazims  and   ^Bulletins 

"It  is  important  to  protect  property;  it  is  more 
important  to  protect  life. 

"Better  a  year  too  early  than  a  minute  too  late/' 
"Carelessness  is  the  short  cut  to  the  grave. 

"The   safety  movement  is   not  a  theory,  it  is  a 

"Under  the  safety  flag  all  men  are  allies. 
"Safety  is  the  corner  stone  of  efficiency/' 

"A  bed  at  home  is  worth  two  in  the   hospital; 
careful  men  keep  clear  of  accidents. 

"Do   not  take    short   cuts    through    dangerous 
places  ;    take  time  to  be  safe/' 

"Let  one   accident  prevent  another  :    profit  by 
the  experience  of  others/' 

"Safety     First    means    a    clear    mind,     steady 
hand   and   quick   action   in   emergencies. 


Ill         III 


Help  Win  the  War  at  Home 

By  H.  Battisfore 


T  this  moment,  because  of  the  par- 
ticipation of  our  Country  in  the 
world  war,  our  management  is  con- 
fronted by  a  most  appalling  responsi- 
bility, which  I  believe  is  fairly  well  un- 
derstood and  appreciated  by  the  rank 
and  file  of  railroad  men,  or  at  least  by 
those  who  have  kept  themselves  in- 
formed of  the  momentous  events  that 
have  transpired  in  rapid  succession  since 
the  advent  of  the  present  year,  and  each 
of  us  is  duty  bound  to  decide  what  part 
he  is  willing  to  assume  in  support  of  our 
company  in  the  performance  of  the  ardu- 
ous task  assigned  it.  I  do  not  believe 
the  confidence  reposed  by  the  govern- 
ment in  the  railroads,  as  indicated  from 
the  many  expressions  emanating  from 
those  in  authority,  will  have  been  mis- 

Are  we  willing  to  share  the  responsi- 
bility of  our  management  ?  Are  we  doing 
our  utmost  to  help  win  the  war,  or  are 
we  depending  upon  some  less  timid  soul 
to  win  it  for  us  ?  It  is  not  necessary  that 
we  wear  a  uniform  and  carry  a  gun  to 
do  our  part,  but  for  all  who  feel  that 
they  owe  a  duty  to  the  glorious  land 
that  has  bred  and  nourished  them,  there 
is  ample  opportunity  in  these  soul  stirring 
times  to  afford  outlet  for  the  surgings 
of  the  red  blood  that  courses  in  the  veins 
of  all  who  are  not  "slackers,"  and  it 
is  indeed  fortunate  that  few  of  this  type 
of  the  species  "homme"  have  found  their 
way  into  the  ranks  of  the  great  railroad 

Few  of  us  are  unfamiliar  with  the 
stirring  appeal  made  by  our  President 
for  the  undivided  support  of  .  the  rail- 

roads and  their  employes  to  bring  to  a 
successful  and  honorable  consummation 
the  most  stupendous  undertaking  in 
which  our  country  has  ever  engaged. 
Further,  few  railroad  men  have  failed  to 
grasp  the  full  import  of  the  President's 
words,  and  with  usual  alert  intelligence, 
realize  to  the  utmost  to  what  extent  suc- 
cess or  failure  is  dependent  upon  the  ef- 
ficient and  continuous  operation  of  all 
lines  of  transport.  It  rema'ns,  then,  for 
all  of  us,  regardless  of  our  own  inclina- 
tions or  personal  comfort,  to  consider 
well  and  seriously  in  what  manner  we  can 
best  serve  the  interests  of  our  country  and 
hold  up  the  arm  of  our  President,  an  arm 
on  which  hangs,  as  by  a  thread,  the  fate 
of  a  planet,  the  happiness  or  woe  of  all 
humanity,  the  freedom  or  slavery  of  a 
world  seemingly  gone  mad.  The  res- 
ponsibility seems  beyond  human  endur- 
ance to  bear,  but  we  each  and  every  one 
must  share  it,  and  woe  to  him  who  by 
any  act  of  omission  or  commission  shall 
sever  the  thread  at  the  end  of  which  our 
fate  and  the  fate  of  posterity  is  sus- 
pended. Let  us  take  counsel  together  and 
see  if  we  are  doing  all  we  can  humanly 
do  to  make  our  link  in  the  transporta- 
tion chain  as  perfect  as  it  must  be  to 
insure  against  failure  of  any  part  of  the 
plans  laid  out  by  those  who  are  account- 
able to  history  for  their  deeds.  Although 
not  in  uniform,  or  under  martial  control, 
are  we  not  to  be  held  to  strict  account- 
ability by  our  consciences  for  performing 
to  the  best  of  our  ability  and  to  the  extent 
of  our  intelligence  our  full  duty  as  a 
soldier  of  the  transportation  reserve,  eq- 
ually as  will  the  gallant  boys  at  the  front 



be  held  responsible  for  their  deeds  by 
the  authorities  into  whose  charge  they 
have  been  given? 

This  condition  into  which  we  have 
been  trust  against  our  will  and  inclina- 
tions, however  abhorrent  and  regrettable, 
must  be  met  in  a  manner  as  deemed  ex- 
pedient by  those  whom  we  have  selected 
to  guide  us,  and  our  part  is  the  part  of 
a  good  soldier.  Therefore,  let  us  do  our 
utmost,  regardless  of  the  inconvenience 
to  ourselves  or  the  discomfort  and  sac- 
rifice it  may  entail,  to  fulfill  our  destiny 
in  a  manner  befitting  our  citizenship  in 
a  country  that  is  an  example  for  all  na- 
tions to  aspire  to  equal  and  that  will  be 
the  source  of  pride  and  a  sense  of  grat- 
itude to  posterity. 

How  many  of  us,  since  the  fateful 
fourth  of  April,  when  we  struck  back  at 
the  hand  that  had  maligned  and  perse- 
cuted us  for  almost  three  years,  can 
truthfully  say  that  we  have  done  all  that 
we  could  and  should  have  done  in  the 
performance  of  our  everyday  duties  to 
promote  the  cause  for  which  we  are 
fighting?  Has  none  of  us  through  care- 
lessness or  neglect  been  responsible,  con- 
sciously or  unconsciously,  for  some  fail- 
ure in  the  plans  carefully  made  by  our 
government,  for  executing  our  part  of 
the  responsibilities  assumed  when  we  un- 
dertook to  become  an  active  partner  with 
the  other  nations  battling  for  the  free- 
dom of,  the  world?  As  we  have  been 
repeatedly  told  by  those  in  a  position  to 
know,  the  successful  outcome  of  our 
struggle  is  dependent  more  than  anything 
else  upon  the  exercise  of  severe  and 
rigid  economy  by  all  the  people,  and  the 
railroad  fraternity,  perhaps,  are  better 
situated  than  any  other  considerable 
class  or  organization  to  render  assistance 
in  this  respect,  because  of  the  vast 
amount  of  property  and  supplies  of  all 
descriptions  that  passes  daily  through  our 
hands,  and  we  should  not  fall  into  the 
error  of  assuming  that  in  making  his 
appeal  for  economy,  the  President  had 
in  mind  economy  only  as  applied  to  our 
personal  or  domestic  affairs,  but  beyond 
a  doubt  what  he  had  in  mind  was  a  con- 
certed movement  for  the  conservation  of 
our  resources,  to  the  end  that  when  the 

final  test  of  endurance  conies,  we  shall 
so  far  overbalance  the  resources  of  our 
opponents  that  the  decision  will  not  long 
be  in  doubt.  Therefore,  we  must  all 
constantly  be  on  the  alert  to  eliminate 
waste  of  any  description,  and  there  is  a 
splendid  opportunity  in  this  field  for  all 
classes  of  railroad  employes,  if  we  will 
only  look  about  us,  with  our  eyes  and 
ears  open,  to  take  advantage  of  the  many 
conditions  confronting  us  each  day  and 
hour  we  are  engaged  in  the  discharge 
of  our  duties. 

We  shall  first  consider  the  trackmen, 
who  at  first  thought  we  may  believe  have 
very  little  opportunity  for  the  exercise 
of  any  economical  inclinations  they 
may  possess.  Nevertheless,  each  man 
engaged  in  track  service  is  in  position  to 
save  almost  as  much  as  his  wages  amount 
to  each  month  by  eliminating  waste  of 
materials,  particularly  those  of  metal- 
lurgical origin,  passing  through  his 
hands  monthly.  The  same  is  true  with 
respect  to  tools,  which,  unless  guarded 
carefully,  are  lost  or  otherwise  destroyed, 
and  there  is  little  doubt  the  wastage  of 
metals  in  track  construction  and  main- 
tenance alone  on  the  railroads  of  the 
United  States,  heretofore  has  been  of 
such  magnitude  as  to  have  provided  ma- 
terial sufficient  to  furnish  projectiles  for 
a  battle  of  the  first  magnitude,  and  it 
is  the  patriotic  duty  of  our  trackmen  to 
eliminate  this  waste,  at  least  during  the 
period  of  the  war,  not  only  because  of 
the  swollen  values,  but  in  order  that  the 
materials  may  be  available  for  the  build- 
ing of  ships  and  the  manufacture  of 
machinery  and  munitions  so  desperately 
needed  to  combat  and  confound  the  ef- 
forts of  our  foes  to  destroy  us. 

Next  we  shall  consider  the  part  sta- 
tionmen,  train  and  enginemen,  yardmen 
and  others  engaged  directly  in  the  han- 
dling of  trains  and  cars  can  perform. 
During  the  six  months  January  to  June, 
inclusive,  this  year,  this  company  paid 
out  in  settlement  of  claims  for  lost  and 
damaged  freight  the  enormous  sum  of 
$411,315.15,  a  vast  portion  of  which  could 
undoubtedly  have  been  saved  by  more 
careful  handling  while  in  process  of 
transportation  and  better  protection  by 



employes  through  whose  hands  the 
freight  passed.  Principal  among  the 
items  going  to  make  up  this  great  sum 
and  which  it  will  be  readily  seen  could 
have  been  averted,  is :  robbery  from  car 
or  package,  $10,701.74;  wrecks,  $16,- 
527.21 ;  improper  refrigeration  and  ven- 
tilation, $24,213.00.;  delays,  $31,701,74; 
loss  of  packages,  $56,194.46;  unlocated 
loss  from  package,  $13,646.60 ;  unlocated 
loss  bulk  freight,  $20,965.12 ;  loss  account 
defective  cars,  $82,884.72;  rough  han- 
dling of  cars,  $75,191.68;  unlocated 
damage,  $66,922.74;  damage  account 
leaky  roof  or  sides  of  cars,  $15,435.54. 
A  little  thought  will  convince  the  most 
skeptical  mind  that  few  if  any  of  these 
losses  were  unavoidable  had  each  em- 
ploye involved  in  the  handling  of  the 
many  shipments  on  which  claims  were 
filed  performed  his  work  as  he  to  a  cer- 
tainty knew  that  it  should  be  performed. 
The  losses  enumerated  above  do  not  by 
a  long  cry  cover  all  the  wastage,  as  to 
the  item  of  wrecks  must  be  added  the 
damage  to  equipment,  which  for  the 
month  of  July  alone  amounted  on  North- 
ern Lines  to  $15,428.08,  and  practically 
all  the  other  items  mentioned  likewise 
have  correlated  amounts  representing 
losses  which  follow  as  a  natural  se- 
quence the  payment  of  lost  and  damaged 
freight  claims,  not  the  least  of  which 
is  the  withdrawal  of  business  from  our 
lines,  because  of  dissatisfied  patrons 
whose  property  we  have  lost,  broken  up 
or  destroyed,  causing  them  also  an  end- 
less train  of  loss,  inconvenience  and  dis- 
satisfied customers. 

A  few  of  the  means  we  may  employ  to 
eliminate  the  enormous  wastage  of  which 
we  are  guilty,  and  thus  assist  our  coun- 
try's resources  in  its  hour  of  need  are: 

For  car  inspectors,  trainmen  and  en- 
ginemen,  as  well  as  other  employes  who 
have  an  opportunity  to  observe  passing 
trains,  to  scrutinize  all  equipment  in 
trains  more  closely  than  ever  before  to 
discover  any '  defects  that  if  permitted 
to  go  may  in  time  cause  a  serious  wreck. 

for  which  there  has  been  no  better  pre- 
ventive found  than  careful  and  pains- 
taking inspection.  The  next  important 
step  is  to  handle  all  freight  entrusted  to 
our  charge  carefully  and  in  such  a  man- 
ner as  to  avoid  damage  and  protect  it 
to  prevent  pilferage. 

Conserve  freight  equipment  by  in- 
sisting that  all  cars  be  loaded  to  full 
capacity,  refusing  to  accept  orders  for 
less  than  f ulkcarloads.  Have  billing  fur- 
nished promptly  and  see  that  it  remains 
with  the  shipment  to  destination,  thus 
avoiding  delays  awaiting  revenue  billing 
at  junction  points  or  destination,  and 
see  that  all  necessary  documents  neces- 
sary for  export  freight  accompany  the 
consignments.  Don't  permit  cars  to  be 
used  as  storage  warehouses,  either  for 
revenue  freight  or  for  company  mate- 
rial, and  if  you  require  assistance  to  pre- 
vent this,  take  up  by  wire  with  your  im- 
mediate superior.  Persuade  shippers  to 
avoid  reconsignment  of  freight  in  tran- 
sit when  possible  to  do  so,  as  this  prac- 
tice is  one  serious  cause  of  delay  to 
equipment.  Enlist  the  co-operation  of 
our  patrons  to  insure  prompt  loading  and 
unloading  of  cars ;  they  have  intelligence, 
and  when  the  importance  of  the  matter 
is  explained  to  them,  they  will  be  as 
anxious  to  show  their  patriotism  as  we 

There  are  a  multitude  of  other  phases 
of  this  important  question  that  will  oc- 
cur to  all  of  us  if  we  but  permit  our 
minds  to  dwell  upon  it  seriously,  and 
with  the  idea  in  mind  that  we  must  in 
some  manner  "do  oUr  bit,"  even  though 
we  cannot  go  to  Europe  to  do  it,  as  have 
some  of  our  more  fortunate  associates 
and  co-workers,  let  us  resolve  that  after 
the  victory  has  been  won  by  the  Home 
Guards,  no  less  than  by  those  who  have 
gone  to  the  trenches,  it  shall  not  be  said 
we  had  no  part  in  the  accomplishment 
of  the  most  laudable  and  unselfish  ambi- 
tion for  which  any  nation  has  ever  sac- 
rificed its  sons  and  daughters  and  stakes 
its  all,  i.  e.,  to  make  all  peoples  free. 



P  X-SUPERVI'SOR  Charles  Carney, 
*-^  who  was  retired  August  1 ,  was  born 
at  North  Dixon  on  the  right  of  way 
May  27,  1855.  Mr.  Carney  went  to 
work  as  a  tool  boy,  taking  care  of  tools 
for  stone  cutters  under  Foreman  Frank 
Egan,  in  May,  1867.  He  worked  cm 
section  as  laborer  during  his  school  va- 
cations from  1867  until  1875.  During 
this  period  of  Mr.  Carney's  services  the 
old  chair  iron  rail  was  used  and  Mr. 
Carney  tells  some  interesting  stories  in 
regard  to  railroading  in  these  early  days, 
in  which  they  used  to  relieve  the  rails 
from  the  track  by  replacing  them  with 
others  temporarily  w^hile  the  old  rail 
was  taken  to  the  blacksmith  shop  for 
repairs.  At  that  time  angle  bars  were 
unthought  of,  and  the  rail  was  joined 
together  at  the  ends  by  means  of  a  chair 
which  held  the  rail  in  place  by  a  flange 
on  this  chair. 

Mr.  Carney  states  that  the  present 
trouble  of  rail  creeping  in  the  track  was 
also  very  serious  at  that  time,  but  worse 
than  at  the  present  on  account  of  the 
rails  running  out  of  the  chairs. 

Since  July,  1875,  Mr.  Carrey  went  to 
Iowa  in  charge  of  extra  gang  laying  rail 
at  Independence,  and  has  been  in  charge 
of  section  and  extra  gangs  until  1882, 
at  which  time  he  was  appointed  Super- 
visor, until  December  1  of  same  year. 

Mr.  Carney  was  made  Supervisor  at 
Sioux  City  May,  1883,  and  remained  in 
this  position  until  1889,  when  he  was 
transferred  to  Cherokee,  and  in  1894 
was  transferred  to  same  position  at 
Waterloo.  He  was  Supervisor  at  this 


point  until  he  was  transferred  to  La 
Salle,  which  was  March  5,  1906,  which 
position  he  held  until  the  present  time. 
Mr.  Carney  has  been  a  very  good  and 
loyal  employe,  and  has  always  taken  a 
deep  interest  in  his  work.  He  com- 
mands the  respect  of  his  subordinates 
and  superiors.  We  regret  very  much 
losing  so  loyal  an  employe  and  trust 
that  he  will  remain  among  us  for  many 
years  to  come.  We  also  wish  him  the 
best  of  health  and  good  cheer. 


Judge  Edward  Mayes 

Mississippi  has  lost  her  foremost  mem- 
ber of  the  bar  in  the  death  of  Judge  Ed- 
\vard  Mayes,  who  passed  away  at  his 
home  on  Fortification  Street  Thursday 
afternoon,  in  his  72nd  year. 

Judge  Mayes  was  a  lawyer,  both  by 
instinct  and  training  Had  he  sought 
honors  in  his  profession  he  would  have 
taken  rank  among  the  great  jurists  of 
America.  But  he  seemed  to  prefer  pri- 
vate practice  to  service  on  the  bench,  and 
it  was  as  a  practitioner  that  he  achieved 
national  distinction.  Nature  had  won- 
derfully endowed  him  with  the  judicial 
temperament.  His  splendid  mind 
seemed  to  infallibly  find  the  right  paths 
through  the  tortuous  mazes  of  the  law7, 
and  so  profound  was  the  respect  of  other 
lawyers  for  his  opinions  that  they  daily 
sought  his  advice  and  suggestions  when 
handling  complicated  cases. 

It  is  a  fact  not  generally  known,  but 
very  few  important  laws  have  been 
placed  on  the  Mississippi  statute  books 
during  the  last  twenty  years  that  were 
not  first  submitted  by  their  authors  to 
Judge  Mayes  for  his  opinion  as  to  their 
constitutionality.  Advice  of  this  char- 
acter was  freely  given.  He  gave  away 
more  advice,  without  hope  or  desire  for 
compensation,  than  the  average  lawyer 
is  called  upon  to  render  for  pay  in  a 
whole  lifetime. 

There  was  no  love  for  fame  in  the 
make-up  of  this  truly  remarkable  man. 
His  modesty  was  hardly  short  of 
timidity.  In  his  long  and  honorable 
career  he  never  sought  an  office.  The 
Chancellorship  of  the  University  of  Mis- 
sissippi was  given  him  without  the  ask- 
ing, and,  after  a  thorough  revision  of 
the  curriculum  and  administrative  policy 
of  that  institution  he  returned  to  private 
practice.  In  the  earlier  years  of  his  life 
he  had  ample  opportunity,  and  many 
temptations,-  to  seek  political  honors,  but  • 
invariably,  passed  them  by.  In  1905  he 
declined  a  place  on  the  Supreme  Court 
bench,  and  shortly  afterwards  refused 


the  Chancellorship  of  the  University. 
The  latter  office  was  again  tendered  him 
by  Governor  Brewer  only  three  years 
ago,  and  again  declined. 

Judge  Mayes  was  an  indefatigable 
worker.  He  realized,  early  in  his  career, 
that  accuracy  and  diligence  are  much 
more  necessary  to  a  lawyer  than  great 
comprehension  of  mind  or  brilliancy  of 
speech.  Daniel  Webster  once  remarked 
that  ''he  who  would  be  a  great  lawyer 
must  first  consent  to  become  a  great 
drudge,"  and  it  can  be  truly  said  of 
Judge  Mayes  that  he  never  sought  to 
gallop  over  the  fields  qf  law  on  Pegasus, 
npr  fly  across  them  on  the  wings  of 
oratory.  He  observed  the  ethics  of  his 
profession  with  scrupulous  exactitude. 
He  was  utterly  devoid  of  the  mischief- 
making,  money-getting  spirit  which  is 
all  too  common  among  modern  practi- 
tioners of  the  law.  In  truth,  the  mate- 
rial side  of  the  profession  occupied  but 
little  of  his  thought.  He  was  a  true 
disciple  of  Blackstone,  believing  that 
law  is  a  science  which  employs  in  its 
theory  the  noblest  faculties  of  the  soul, 
and  exerts  its  practice  in  the  cardinal 
virtues  of  the  heart. 

\Yhile  he  was  best  known  as  a  law- 
yer, Judge  Mayes  was  also  a  profound 
scholar,  a  man  of  deep  learning,  a  thinker 
whose  philosophy  was  on  a  firm  and  en- 
during base.  In  the  realms  of  literature 
his  range  of  reading  went  far  afield.  He 
had  the  true  manner  of  the  scholar,  for 
he  was  without  ostentation,  and  never 
sought  to  parade  his  views.  "Whether 
the  question  be  great  or  small,  one  could 
gather  his  opinion  only  by  inquiry. 
Through  unremitting  study  he  acquired 
the  learning  that  makes  a  man  fit  com- 
pany for  himself,  and  a  delight  to  his 
friends.  And,  while  he  mingled  but 
little  with  his  fellow-men,  to  those  who 
had  been  graced  with  his  friendship  he 
was  a  never-failing  source  of  delight,  a 
genial,  lovable,  companionable  gentleman. 

In    this    troublesome    period    of    the 




world's  history,  when  millions  of  men 
are  being  slain  each  year,  the  dissolution 
of  a  human  body  is  an  insignificant  event, 
but  the  loss  of  a  wonderful  brain  is  a 
matter  of  much  moment.  The  death  of 
Judge  Mayes  causes  sorrow  in  the  hearts 
of  friends  and  loved  ones,  but  the  still- 
ing of  his  splendid  intellect  is  a  loss  to 
the  entire  commonwealth  that  can  never 
be  repaired. 

Hundreds  of  Mississippi's  ablest  men, 
now  holding  eminent  rank  in  their  pro- 
fession, or  adorning  the  bench  of  our 
state,  have  sat  reverently  at  the  feet  of 
this  quiet,  modest  man  to  learn  wisdom 
from  lips  that  never  spoke  falsely  and 
to  draw  inspiration  from  a  noble  char- 
acter that  was  never  vacillating  or  un- 
true. As  dean  of  the  faculty  in  the  Mill- 
saps  law  school  he  had  trained  nearly  a 
score  of  classes  graduated  from  that  in- 
stitution, and  the  influence  he  wielded 
in  the  lives  of  these  young  men  is  beyond 
all  estimate.  He  gave  to  this  work  a 
passionate  devotion,  an  ardor  of  spirit, 
a  tireless  toil  and  a  peerless  genius  that 
cannot  be  measured  by  worldly  stand- 
ards of  value,  and  the  hundreds  of  boys 
who  have  gone  out  from  that  school  to 
take  their  places  in  the  world  owe  to  him 
a  debt  of  gratitude  that  can  never  be 
repaid.  He  gave  the  impulse  to  wave 
after  wave  of  the  young  manhood  that 
has  passed  out  into  the  troubled  sea  of 
social  and  political  life,  and  it  can  be 
truly  said  that  he  always  endeavored  to 
imbue  them  with  the  highest  ethics  of 
the  legal  profession,  to  convince  them 
that  truth  is  better  than  falsehood,  hon- 
esty better  than  policy,  and  courage  bet- 
ter than  cowardice. 

Another  remarkable  fact  in  connection 

with  this  remarkable  man  was  the  sim- 
plicity of  his  faith.  Despite  his  wide 
reading  and  broad  scholarship,  he  was 
an  unquestioning  believer  in  the  great 
verities  of  the  Christian  religion.  His 
spiritual  sensibilities  were  strangely  acute 
and  easily  impressed.  In  his  thinking 
he  dealt  not  only  with  the  coldly  ma- 
terial phases  of  the  law,  but  his  mind 
invaded  the  realms  of  the  unseen.  He 
was  early  imbued  with  the  spirit  of  the 
Christian  religion  and  he  carried  through 
life  the  simple  faith  and  unquestioning 
guilelessncss  of  innocent  childhood. 

The  mind  of  this  man  seemed  to  have 
been  cast  in  a  large  and  serious  mold. 
To  many  he  appeared  lofty,  gloomy,  or 
abstracted,  which  is  characteristic  of  any 
man  who  dwells  in  the  higher  realms  of 
thought.  He  had  the  loneliness  and 
sometimes  the  moodiness  of  genius.  He 
studied  and  mastered  great  principles. 
Beneath  the  surface  of  facts  he  saw  their 
philosophy  and  discovered  their  unerring 
tendency.  There  was  no  room  in  his 
mind  for  the  smaller  commonplaces  of 

It  was  the  dying  boast  of  Pericles  that 
he  had  never  made  an  Athenian  weep, 
and  it  can  be  truthfully  said  of  Judge 
Edward  Mayes  that  no  act  of  his  public 
or  private  life  brought  reproach  on  his 
native  state.  As  was  so  aptly  said  of 
his  illustrious  kinsman,  L.  Q.  C.  Lamar, 
on  the  day  of  his  burial : 

"In  his  character  there  was  no  fault 
which  it  was  necessary  to  minimize,  in 
his  utterances  no  speech  for  which  to 
apologize,  in  his  life  no  act  that  requires 
explanation  or  defense."  Jackson  Daily 
Neivs,  Jackson,  Miss.,  Aug.  10,  1917. 

M27u..  nnnmnrmfinrTnmnmri  . ,  nnnnnn n  n n n n n nnrinrtt 




New  Laws  Concerning  Interstate  Commerce 

1.  Commission's  membership  increased.     Members  divided  into  several  divi- 
sions.   No  increases  in  rates  until  January  I,  1920,  ivithout  first  obtaining  Com- 
mission's approval. 

By  an  amendment  to  the  Act  to  Regulate  Commerce,  approved  August  9, 
1917,  being  Public  Act  No.  38,  65th  Congress,  the  membership  of  the  Interstate 
Commerce  Commission  was  increased  from  seven  to  nine  Commissioners.  Section 
17  of  the  Act  was  amended  so  as  to  authorize  the  Commision  to  divide  the 
members  into  as  many  divisions  as  it  may  deem  necessary.  In  all  proceedings 
before  any  such  divisions  relating  to  reasonableness  of  rates  or  to  alleged  dis- 
crimination, not  less  than  three  members  shall  participate  in  the  consideration 
and  decision ;  and  in  all  proceedings  relating  to  the  valuation  of  railway  property 
under  the  Physical  Valuation  Act,  not  less  than  five  members  shall  participate 
in  the  consideration  and  decision.  Paragraph  2  of  Section  15  of  the  Act  to 
Regulate  Commerce  was  amended  by  adding  thereto  the  following:  "Provided 
further,  until  January  1,  1920,  no  increased  rate,  fare,  charge,  or  classification 
shall  be  filed  except  after  approval  thereof  has  been  secured  from  the  Com- 
mission. Such  approval  may,  in  the  discretion  of  the  Commission,  be  given 
without  formal  hearing,  and  in  such  case  shall  not  affect  any  subsequent  pro- 
ceeding relative  to  such  rate,  fare,  charge,  or  classification." 

On  August  10,  1917,  the  Commission  made  the  following  announcement  of 
its  interpretation  of  the  new  law : 

"This  means  that  the  approval  of  a  proposed  increased  rate,  fare,  charge  or 
classification  must  be  secured  before  the  tariff  containing  it  is  forwarded  to  the 
Commission  for  filing. 

"As  tariffs  are  at  all  times  in  transit  to  the  Commission  for  filing,  and  in  order 
to  avoid  unnecessary  complications  due  to  invalidation  of  such  schedules,  the  Com- 
mission approves  without  hearing  such  increased  rates,  fares,  charges,  or  classifi- 
cations as  may  be  included  in  tariffs  which  are  forwarded  for  filing  prior  to  Aug- 
ust 15. 

"As  to  increased  rates,  fares,  charges,  or  classifications  contained  in  tariffs  that 
are  issued  or  forwarded  for  filing  on  or  after  August  15,  the  approval  of  the  Com- 
mission to  the  increased  rate,  fare,  charge,  or  classification  must  be  secured  before 
the  tariff  is  forwarded  for  filing;  and  as  to  all  such  tariffs  that  are  issued  on  or 
after  August  25,  the  title  page  must  bear  reference  to  the  serial  number  and  date 
of  the  Commission's  approval." 

2.  Persons  aiding  in  obstructing  or  retarding  interstate  commerce  are  subject 
to   fine  and  imprisonment.     President  may  require  carriers  to  give  preference 
in  transportation  of  shipments  essential  to  national  defense. 

On  August  10,  1917,  President  Wilson  approved  Public  Act  No.  39,  65th 
Congress,  reading  as  follows : 



An  Act  to  amend  the  Act  to  Regulate  Commerce,  as  amended,  and  for  other 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  of  the  United 
States  of  America  in  Congress  assembled.  That  section  one  of  the  Act  entitled 
"An  Act  to  regulate  commerce,"  approved  February  fourth,  eighteen  hundred 
and  eighty-seven,  as  heretofore  amended,  be  further  amended  by  adding  thereto 
the  following: 

"That  on  and  after  the  approval  of  this  Act  any  person  or  persons  who  shall, 
during  the  war  in  which  the  United  States  is  now  engaged,  knowingly  and 
willfully,  by  physical  force  or  intimidation  by  threats  of  physical  force  obstruct 
or  retard,  or  aid  in  obstructing  or  retarding,  the  orderly  conduct  or  movement 
in  the  United  States  of  interstate  or  foreign  commerce,  or  the  orderly  make-up 
or  movement  or  disposition  of  any  train,  or  the  movement  or  disposition  of  any 
locomotive,  car,  or  other  vehicle  on  any  railroad  or  elsewhere  in  the  United 
States  engaged  in  interstate  or  foreign  commerce  shall  be  deemed  guilty  of  a 
misdemeanor,  and  for  every  such  offense  shall  be  punishable  by  a  fine  of  not 
exceeding  $100  or  by  imprisonment  for  not  exceeding  six  months,  or  by  both 
such  fine  and  imprisonment;  and  the  President  of  the  United  States  is  hereby 
authorized,  whenever  in  his  judgment  the  public  interest  requires,  to  employ 
the  armed  forces  of  the  United  States  to  prevent  any  such  obstruction  or  retarda- 
tion of  the  passage  of  the  mail,  or  of  the  orderly  conduct  or  movement  of 
interstate  or  foreign  commerce  in  any  part  of  the  United  States,  or  of  any 
train,  locomotive,  car,  or  other  vehicle  upon  any  railroad  or  elsewhere  in  the 
United  States  engaged  in  interstate  or  foreign  commerce:  Provided,  That 
nothing  in  this  section  shall  be  construed  to  repeal,  modify,  or  affect  either  section 
six  or  section  twenty  of  an  Act  entitled  'An  Act  to  supplement  existing  laws 
against  unlawful  restraints  and  monopolies,  and  for  other  purposes,"  approved 
October  fifteenth,  nineteen  hundred  and  fourteen. 

"That  during  the  continuance  of  the  war  in  which  the  United  States  is  now 
engaged  the  President  is  authorized,  if  he  finds  it  necessary  for  the  national 
defense  and  security,  to  direct  that  such  traffic  or  such  shipments  of  commodi- 
ties as,  in  his  judgment,  may  be  essential  to  the  national  defense  and  security 
shall  have  preference  or  priority  in  transportation  by  any  common  carrier  by 
railroad,  water,  or  otherwise.  He  may  give  these  directions  at  and  for  such 
times  as  he  may  determine,  and  may  modify,  change,  suspend,  or  annul  them, 
and  for  any  such  purpose  he  is  hereby  authorized  to  issue  orders  direct  or 
through  such  person  or  persons  as  he  may  designate  for  the  purpose 
or  through  the  Interstate  Commerce  Commission.  Officials  of  the  United  States, 
when  so  designated,  shall  receive  no  compensation  for  their  services  rendered 
hereunder.  Persons  not  in  the  employ  of  the  United  States  so  designated  shall 
receive  such  compensation  as  the  President  may  fix.  Suitable  offices  may  be 
rented  and  all  necessary  expenses,  including  compensation  of  persons  so  desig- 
nated, shall  be  paid  as  directed  by  the  President  out  of  funds  which  may  have 
been  or  may  be  provided  to  meet  expenditures  for  the  national  security  and 
defense.  The  common  carriers  subject  to  the  Act  to  regulate  commerce  or  as 
many  of  them  as  desire  so  to  do  are  hereby  authorized  without  responsibilty 
or  liability  on  the  part  of  the  United  States,  financial  or  otherwise,  to  establish 
and  maintain  in  the  city  of  Washington  during  the  period  of  the  war  an  agency 
empowered  by  such  carriers  as  join  in  the  arrangement  to  receive  on  behalf 
of  them  all  notice  and  service  of  such  orders  and  directions  as  may  be  issued 
in  accordance  with  this  Act  and  service  upon  such  agency  shall  be  good  service 
as  to  all  the  carriers  joining  in  the  establishment  thereof.  And  it  shall  be  the 
duty  of  any  and  all  the  officers,  agents,  or  employes  of  such  carriers  by  railroad 
or  water  or  otherwise  to  obey  strictly  and  conform  promptly  to  such  orders, 


and  failure  knowingly  and  willfully  to  comply  therewith,  or  to  do  or  perform 
whatever  is  necessary  to  the  prompt  execution  of  such  order,  shall  render  such 
officers,  agents,  or  employes  guilty  of  a  misdemeanor,  and  any  such  officer, 
agent  or  employe  shall,  upon  conviction,  be  fined  not  more  than  $5,000,  or 
imprisoned  not  more  than  one  year,  or  both,  in  the  discretion  of  the  court. 
For  the  transportation  of  persons  or  property  in  carrying  out  the  orders  and 
directions  of  the  President,  just  and  reasonable  rates  shall  be  fixed  by  the 
Interstate  Commerce  Commission;  and  if  the  transportation  be  for  the  Gov- 
ernment of  the  United  States,  it  shall  be  paid  for  currently  or  monthly  by  the 
Secretary  of  the  Treasury  out  of  any  funds  not  otherwise  appropriated.  Any 
carrier  complying  with  any  such  order  or  direction  for  preference  or  priority 
herein  authorized  shall  be  exempt  from  any  and  all  provisions  in  existing  law 
imposing  civil  or  criminal  pains,  penalties,  obligations  or  liabilities  upon  carriers  . 
l-\  reason  of  giving  preference  or  priority  in  compliance  with  such  order  or 
'  i*  ection." 
\pproved,  August  10,  1917. 

Commerce  Decisions 

1.  Supervision  of  embargoes  by  the  Commission  in  connection  with  export 
i,rain  at  Baltimore.  In  Baltimore  Chamber  of  Commerce  v.  B.  &  O.  R.  Co., 
15  ICC  40,  opinion  by  Chairman  Hall,  the  Commission  said,  among  other  things: 
'We  cannot  close  our  eyes,  particularly  in  the  present  international  situation, 
,c  the  necessity  of  making  every  possible  effort  to  move  certain  products, 
noluding  food  products,  as  the  immediate  needs,  foreign  and  domestic,  may 
demand.  To  produce  food  and  insure  its  expeditious  movement  to  the  place 
A'nere  it  is  to  be  used  may  properly  be  regarded  as  a  measure  of  national  defense. 
\Ye  cannot  look  with  disfavor  upon  any  suitable  plans  adopted  by  the  carriers 
\- ith  that  commendable  object  in  view."  *  *  * 

"Complainant  requests  the  Commission  to  'assume  and  exercise  jurisdiction, 
supervision  and  control  over  the  defendants  in  the  matter  of  said  embargoes 
ind  all  other  embargoes.'  Our  jurisdiction  to  determine  the  lawfulness  of  the 
defendants'  practices,  including  the  declaration  of  embargoes,  is  not  questioned. 
The  Act  to  Regulate  Commerce  does  not  inhibit  the  declaration  of  an  embargo 
by  a  carrier,  and  the  advisability  6r  the  necessity  of  declaring  embargoes  is  a 
matter  of  policy  to  be  determined  in  the  first  instance  by  the  carrier.  Perm. 
R.  R.  vs.  Puritan  Coal  Co.,  237  U.  S.  121,  133.  Our  jurisdiction  is  limited  to 
determining  the  lawfulness  of  the  practices  in  this  respect  and  to  requiring, 
after  full  hearing,  the  establishment  and  maintenance  of  such  regulations  or 
practices  as  we  may  find  to  be  just,  fair,  and  reasonable,  except  as  that  juris- 
diction has  been  enlarged  by  the  amendment  to  Section  1  of  the  Act,  approved 
May  29,  1917,  after  the  submission  of  this  case,  and  therefore  not  here  con- 

The  syllabus  of  the  report  reads :  "For  the  past  two  years  the  carriers 
owning  export  elevators  at  Baltimore,  Md.,  have  declared  embargoes  from 
time  to  time  on  grain  for  export.  Two  of  them  have  adopted  the  practice  of 
accepting  such  grain  for  transportation  only  upon  assurance  that  a  vessel  will 
he  available  to  receive  the  grain  at  the  port.  The  complainant  alleges  that  this 
practice  is  unreasonable,  unjustly  discriminatory,  and  unduly  preferential;  that 
the  defendants'  practice  of  declaring,  modifying,  and  suspending  embargoes 
without  sufficient  notice  to  shippers  has  subjected  certain  persons  to  undue 
prejudice;  and  that  undue  prejudice  also  results  from  the  defendants'  practice 
of  embargoing  shipments  of  grain  from  certain  territory  while  contemporan- 
eously accepting  grain  from  other  territory;  Held:  (1)  Under  the  transporta- 
tion conditions  which  have  obtained  for  many  months,  and  in  view  of  those 


which  the  existing  state  of  war  necessarily  creates,  a  practice  of  accepting 
shipments  of  grain  in  bulk  for  export  only  upon  satisfactory  evidence  that 
arrangements  for  its  immediate  exportation  have  been  made  is  not  inherently 
unreasonable  or  otherwise  unlawful.  But  the  practice  complained  of,  as  applied 
to  shipments  of  grain  in  bulk  to  Baltimore  for  export,  does  not  accomplish 
the  results  desired  and  unduly  prefers  the  persons  to  whom  permits  are  issued, 
because  the  use  made  of  the  permits  is  not  adequately  policed  and  safeguarded. 
If  the  permit  practice  is  maintained,  the  defendants  should  submit  within  60 
days  for  our  approval  rules  which  will  eliminate  the  unlawful  features  of  the 
present  practice;  (2)  the  evidence  of  record  with  respect  to  embargoes  on  corn 
:s  too  meager  to  warrant  a  definite  finding  as  to  the  lawfulness  of  the  defend- 
tnts'  practices  in  that  respect;  (3)  the  allegations  that  undue  prejudice  results 
from  the  defendants'  failure  to  give  advance  notice  of  their  embargo  bulletins, 
and  also  from  their  practice  of  embargoing  grain  shipped  from  certain  specified 
cerritory,  are  not  sustained  by  the  evidence." 

2.  Car  peddling.  In  Nebraska  State  Grange  vs.  Union  Pacific  R.  Co.,  45  ICC 
49],  opinion  by  Mr.  Commissioner  Harlan,  it  was  held  that  the  use  by  a  shipper 
of  a  car  upon  the  carrier's  tracks  at  destination,  as  a  place  for  peddling  or 
vending  to  the  public  the  carload  shipment  arriving  in  it  as  a  service  of  trans- 
portation, has  no  sanction  at  common  law  or  in  the    Act  to  Regulate  Commerce ; 
and  that  the  mere  toleration  by  certain  carriers  through  a  period  of  years  of  such 
use  of  their  property  affords  no  basis  for  a  ruling  that  the  practice  has  grown  into 
a  shipper's  right  and  carrier's  duty.    It  was  further  held  that  tariff  items  provid- 
ing free  time  for  unloading,  and  demurrage  charges  for  a  further  detention  of  a 
car  for  that  purpose,  do  not  embrace  the  use  of  the  carrier's  equipment  and  station 
grounds  as  a  place  where  the  carload  shipper  may  transact  business  with  the  public 
for  his  own  profit;  that  the  business  of  a  carrier  is  transportation,  and  that  its 
property  may  not  be  subjected  against  its  will  to  a  use  not  connected  with  trans- 
portation ;  and  the  Commission  condemns  the  discrimination  in  according  or  with- 
holding a  car  peddling  privilege,  but  makes  a  distinction  between  car  peddling  and 
consolidated  shipments  to  agents  of  oranges  and  other  farmer  organizations. 

3.  Long  and  Short  Haul  Clause  as  Applied  to  Transcontinental  Traffic.     In 
Transcontinental  Rates,  46  ICC  236,  the  Commission  held,  in  the  reopened  Fourth 
Section  applications,  that  the  existing  water  competition  is  a  negligible  factor  in 
affecting  the  rates  by  rail  between  Atlantic  and  Pacific  Coast  terminals ;  that  rates 
on    commodities    from   Eastern   defined    territories   to    Pacific   Coast   terminals 
lower  than  the  rates  on  like  traffic  to  intermediate  points  are  not  justified  under 
existing  circumstances ;  that  the  present  effective  rates  on  certain  specified  com- 
modities from  all  Eastern  defined  territories  to  the  Pacific  Coast  terminals  are 
not  unreasonably  low  and  are  not  found  to  have  been  induced  by  water  compe- 
tition ;  that  the  present  effective  rates  on  other  commodities  and  schedules  B  and 
C  found  as  a  whole  unreasonably  low  from  the  territories  east  of  the  Missouri 
River  to  Pacific  Coast  terminals;  and  that  rates  on  barley,  beans,  canned  goods, 
asphaltum,  dried  fruits  and  wine  from  Pacific   Coast  ports  via  rail  and  water 
routes  through  Galveston  to  the  Atlantic  Seaboard  should  be  revised  to  accord 
with  the  requirements  of  the  long  and  short  haul  clause  of  the  Fourth  Section  of 
the  Act  to  Regulate  Commerce. 

4.  Long  and  Short-Haul  Clause  as  Applied  to  Traffic  from  New  Orleans  to 
Kansas  City.    "Carriers  engaged  in  transporting  traffic  from  New  Orleans,  La., 
and  Galveston,  Tex.,  to  Kansas  City,  Mo.,  Omaha,  Nebr.,  Sioux  City,  Iowa,  and 
other  Missouri  River  cities  through  the  territory  west  of  the  line  of  the  Kansas 
City  Southern  Railroad,  seek  authority  to  continue  lower  rates  on  domestic  and 
import  business  to  the  said  points  than  rates  contemporaneously  in  effect  on  like 
traffic  to  intermediate  points  in  Kansas;  Held,   (1)   carriers  whose  routes  are 



reasonably  direct  are  not  justified  in  charging  higher  rates  to  intermediate  points 
than  to  Missouri  River  cities.  Fourth  Section  relief  denied,  and  (2)  carriers 
whose  lines  are  15  per  cent  or  more  longer  than  the  direct  line,  authorized  to  con- 
tinue lower  rates  from  New  Orleans  and  Galveston  to  Missouri  River  cities  than 
to  intermediate  points  in  Kansas." — (Rates  from  New  Orleans  and  Galveston  to 
Missouri  River  Cities,  44  ICC  727.) 

5.  Defeating  Interstate  Rate  by  Us%.  of  State  Rate  Unlawful.     In  Kanotex 
Refining  Co.  v.  A.  T.  &  5".  F.  R.  R.  Co.,  46  ICC  495,  opinion  by  Mr.  Commissioner 
Harlan,  the  Commission  reaffirmed  its  holding  in  the  original  report  (34  ICC 
271),  that  it  was  unlawful  for  the  complainant  to  bill  its  oil  shipments  to  a  point 
near  the  boundary  of  the  state  in  which  they  originated,  and  thence  to  the  ulti- 
mate destination  in  another  state,  for  the  purpose  of  defeating  the  through  inter- 
state rate. 

6.  Basket  Rates.    In  Merchants  Basket  &  Box  Co.  v.  Illinois  Central  R.  Co., 
45  ICC  489,  the  Commission  held  that  the  rate  on  fruit  and  vegetable  baskets, 
carloads,  from  Grand  Tower,  111.,  to  St.  Louis  has  not  been  shown  to  be  unreas- 
onable or  unduly  prejudicial  as  compared  with  rates  from  Paducah  to  East  St. 

7.  Lime  Rates.    In  Natchez  Chamber  of  Commerce  v.  Y.  &  M.  V .  R.  R.  Co., 
el  al,  46  ICC  60,  the  Commission  held  on  July  5,  1917,  that  the  rates  on  lime  in 
carloads  from  producing  points  in  Alabama,  Tennessee,  Georgia  and  Kentucky 
to  Natchez,  Miss.,  are  not  shown  to  be  unreasonable  or  unduly  prejudicial  as 
compared  with  rates  from  the  same  and  nearby  points  of  origin  to  New  Orleans. 


from  me 


Jnterostmy  -  J\'QTVS  •  of-  'Doings  -  of 
Clam  ants  •  Jn  •  dW  -  (7«£  -  of*  Court 


SAVE  100,000  HUMAN 


Attention  is  directed  to  the  simple 
picture  which  accompanies  this  article. 
The  scene  is  the  north  and  southbound 
Illinois  Central  main  tracks  at  a  point 
one-half  mile  south  of  Villa  Ridge,  111. 
It  will  be  noted  that  the  tracks  are  in  a 
deep  cut  at  a  place  where  there  is  an 
abrupt  curvature  of  the  roadway.  High 
speed  trains  run  over  these  tracks  at 
this  place  at  every  hour  of  the  day  and 
night.  There  is  no  chance  for  trespass- 
ers to  see  the  trains  at  any  considerable 
distance,  nor  is  it  possible  for  engine- 
men  to  see  trespassers  on  the  track  in 
time  to  avert  accidents  by  slowing  down 
or  stopping.  Trespassing  on  railway 
tracks  is  responsible  for  an  annual  toll 
of  killed  and  injured,  which  has  reached 
staggering  proportions  and  which  is  on 
the  increase.  If  we  were  to  undertake 
to  publish  in  this  magazine,  stories  con- 
cerning all  the  accidents  occurring  on 
tlfe  Illinois  Central  Lines  where  tres- 

passers are  killed  and  maimed,  we  could 
fill  each  issue  of  the  magazine  from 
cover  to  cover  and  there  would  be  no 
room  left  for  any  other  kind  of  reading 
matter.  However,  we  have  thought  ft 
might  be  well  to  give  the  facts  in  an 
occasional  case  so  as  to  impress  upon 
our  employes  and,  through  them,  upon 
the  public,  what  a  deadly  thing  it  is  to 
trespass  upon  railroad  tracks,  particu- 
larly at  points  like  the  one  described  in 
the  picture,  and  there  are  many  places 
like  that  on  the  Illinois  Central  system. 
At  the  place  where  the  cross  anpears  in 
the  picture,  at  midday  on  July  21st,  1917. 
Mrs.  Bertha  lohnson,  age  32  years,  and 
her  11-year-old  daughter,  Mildred  John- 
son, were  killed  and  Carl  Fritz,  age  7, 
was  maimed  for  Hfe.  They  were  on  the 
north-bound  track,  walking  towards 
Mounds.  They  saw  a  freight  train  com-, 
ing  and  crossed  over  to  the  south-bound 
track  just  at  the  time  No.  5.  a  high 
speed  passenger  train,  rounded  the  curve. 
The  little  boy  became  confused,  and 
realizing  the  danger  he  was  in,  Mrs. 



Johnson  and  her  daughter,  who  had 
stepped  off  the  track  into  a  place  ot 
safety,  rushed  to  him  just  in  time  to  be 
struck  by  the  locomotive  of  No.  5.  The 
verdict  of  the  coroner's  jury  which  held 
an  inquest  over  the  bodies  of  Mrs.  John- 
son and  her  daughter,  exonerated  the 
railroad  company  from  any  blame  what- 
ever for  the  sad  accident.  We  have  re- 
ceived a  pathetic  letter  from  the  mother 
of  Mrs.  Johnson,  reciting  the  fact  that 
the  untimely  death  of  her  daughter  and 
granddaughter  had  left  her  entirely 
alone  in  the  world.  This  heart-rending 
story  is  the  story  of  one  case  of  tres- 
passing on  the  railroad  tracks.  If  the 
thousands  of  cases  occurring  annually 
could  all  be  grouped  in  one  picture  and 
that  picture  placed  before  the  eyes  of 
every  legislator,  both  state  and  national, 
in  the  land,  something  might  be  done  to 
prevent  trespassing  on  railroad  tracks. 
Why  it  is  permitted  is  inexplicable.  No 
money  can  be  collected*  from  the  railroad 
company  for  the  death  of  Mrs.  Johnson 
and  her  daughter  and  the  mainting  of 
Carl  Fritz.  Our  desire  to  prevent  tres- 

passing is  not  based  upon  saving  money. 
It  is  based  upon  the  saving  of  human 
lives.  In  perhaps  ten,  fifteen  or  twenty 
years,  trespassing  on  railroad  tracks  will 
he  prohibited  but  in  the  meantime  a 
hundred  thousand  lives  may  be  sacri- 
ficed. What  a  pity  it  is  the  public  can- 
not be  aroused  to  the  importance  of  tak- 
ing this  thing  in  hand  and  doing  some- 
thing now.  If  you  would  like  to  help 
save  100.000  human  lives,  you  can  do 
so  by  using  your  influence  to  prevent 
people  using  the  deadly  railroad  tracks 
as  a  public  walk-wray. 


For  a  period  of  twenty-one  days,  from 
July    24th    to    August    13th,    1917,    nine 
were   killed   and   twenty-three   were   in  - 
jured  in  automobile  grade  crossing  acci- 
dents on  the  Illinois  Central,  as  follows : 
Date         Killed  Injured     Place 
•24       1       1      Aurelia,   la. 
27'  4     Monroe,   Wis. 

27  1      Ponchatoula,   La. 

28  2     Coulterville,    111. 






28  2       2  Storm  Lake,  la. 

29  2  Tamaroa,  111. 
2<>  I       2  Belleville,   111. 

30  1  Champaign,  111. 
30  1  Green  Valley,  111. 

30  DuQuoin,   111. 

31  4  -Allenville,  111. 

1  1  Water  Valley,   Miss. 
821     Pomeroy,   la. 

10  1  Homewood,   111. 

11  1       1     Grayville,   111.     - 
13  1             Chicago   Terminal 

9  23 

the    manner    in    which   he   handled   this 


Conductor  E.  S.  Sharp,  of  the  Y.  & 
M.  V.,  showed  tactfulness  and  high  effi- 
ciency in  the  handling  of  a  recent  case. 
A  woman  and  four  children  boarded 
train  No.  314  at  Tchula  by  mistake.  At 
the  time  the  lady  boarded  the  train,  the 
flagman,  whose  business  it  was  to  in- 
spect all  tickets,  was  at  the  moment  at- 
tending to  some  other  duty  and  the  con- 
ductor was  at  the  depot  registering. 
When  Mr.  Sharp  found  the  lady  and 
children  on  his  train,  he  saw  that  there 
was  nothing  to  do  but  carry  them  on  to 
Greenwood,  where  they  could  be  made 
comfortable  and  send  them  back  to 
Tchula  on  train  No.  313.  This  he  did 
and  the  lady  seemed  perfectly  satisfied. 
She  even  went  so  far  as  to  say  that  she 
did  not  blame  anybody  for  the  mistake 
but  herself,  and  while  she  was  in  that 
humor,  Mr.  Sharp  thought  it.  would  be 
a  very  good  time  to  pay  her  a  small 
amount  and  take  her  full  release  of  the 
company,  which  he  did.  The  release 
was  sent  in  to  the  claim  department  and 
Mr.  Sharp  was  promptly  reimbursed.  If 
no  settlement  had  been  made  by  the 
conductor,  the  lady  might  have  changed 
her  mind  about  who  was  at  fault  and 
brought  suit  against  the  company  and 
caused  the  entire  train  crew  to  waste  a 
lot  of  time  hanging  around  the  court 
house  waiting  to  be  called  as  witnesses, 
thus  interfering  to  that  extent  with  in- 
creasing efficiency  on  the  railroad.  Con- 
ductor Sharp  is  to  be  commended  for 

The  supreme  courts  of  the  various 
states  are  continuing  to  draw  a  distinc- 
tion in  automobile  grade  crossing  acci- 
dents from  other  classes  of  crossing  acci- 
dents. In  Nebraska,  where  the  doctrine 
of  comparative  negligence  is  in  force, 
the  supreme  .court,  on  July  3,  1917, 
handed  down  a  strong  decision  in  the 
case  of  Morris  vs.  C.  B.  &  Q.,  holding 
that  a  passenger  in  an  automobile  driven 
by  another  cannot  recover  if  the  pas- 
senger failed  to  request  the  driver  of 
the  automobile  to  stop  and  take  neces- 
sary precautions  to  avoid  danger  before 
crossing  over  a  railway  track  at  grade, 
even  though  the  railway  company  was 
negligent  in  the  failure  of  the  enginemen 
to  sound  the  bell  or  whistle  for  the 
crossing.  The  following  is  quoted  from 
the  opinion  of  the  court: 

"Under  the  circumstances  in  this  case, 
one  who  by  invitation-  rode  in  an  auto- 
mobile driven  by  another  and  remained 
in  it,  with  knowledge  that  it  was  ap- 
proaching a  dangerous  railroad  crossing, 
without  requesting  the  driver  to  stop  or 
to  take  other  necessary  precautions  to 
avoid  danger,  was  guilty  of  contributory 
negligence,  and  cannot  recover  for  per- 
sonal injuries  sustained  from  colliding 
with  a  passing  train,  even  though  no 
signal  by  the  locomotive  bell  or  whistle 
was  given.  It  is  the  duty  of  a  traveler 
upon  a  public  highway  when  approach- 
ing a  railroad  crossing  to  exercise  ordi- 
nary care,  and  if  he  fails  to  do  so,  and 
is  injured  at  the  crossing  by  a  collision 
with  an  engine,  and  his  failure  to  exer- 
cise ordinary  care  contributed  to  such 
injury,  he  cannot  recover  therefor.  To 
recover  for  an  injury  alleged  to  have 
been  sustained  at  a  railroad  crossing  by 
a  collision  with  an  engine  on  account  of 
the  neglect  of  the  railroad  company  to 
cause  a  bell  or  whistle  to  be  sounded 
as  its  engine  approached  such  crossing, 
it  is  not  enough  for  the  injured  person 
to  show  that  he  was  injured  at  the  cross- 



ing,  and  that  no  signal  of  a  bell  or 
whistle  was  given,  and  that  such  default 
of  the  railroad  company  was  negligence ; 
but,  to  recover,  the  injured  person  must 
further  show  that  the  default  and  negli- 
gence of  the  railroad  company  were  the 
proximate  cause  of  the  injury  sued  for." 

The  courts  are  taking  the  correct  view 
that  putting  all  of  the  responsibility  on 
the  railroads  for  automobile  accidents 
at  grade  crossings  does  not  have  a  ten- 
dency to  decrease  accidents,  but,  on  the 
other  hand,  has  a  tendency  to  increase 
them.  In  this  connection  the  Jackson 
(Miss.)  Daily  News  remarks: 

"If  these  crossing  accidents  continue 
the  railroads  will  have  to  put  up  signs 
warning  the  engineers  to  Stop,  Look  and 
Listen  for  automobiles.  Wouldn't  it  be 
pleasant  to  travel  on  a  train  that  stopped 
at  each  and  every  crossing!" 



The   claim   department's    contribution 
to  the  war  in  men,  so  far,  has  not  been 

great  in  number,  but  mighty  fine  in  ma- 
terial. Claim  Agent  J.  D.  MaGee,  of 
Springfield,  entered  Fort  Sheridan,  Chi- 
cago, and  Claim  Agent  W.  B.  Livings- 
ton, of  Paducah,  entered  Fort  Benjamin 
Harrison  at  Indianapolis.  Both  were 
recently  commissioned  second  lieuten- 
ants, Mr.  MaGee  in  the  quartermaster 
corps  and  Mr.  Livingston  in  the  artillery. 

Lieutenant  MaGee  was  born  August 
4,  1887,  at  New  London,  Mo.  He  ^was 
educated  in  the  public  schools  of  Mis- 
souri and  graduated  in  law  at  the  Mis- 
souri University,  soon  after  which  he 
entered  the  claim  department  of  this 
company.  He  has  a  large  acquaintance 
on  the  Illinois  Central  and  by  his  uni- 
form courtesy  and  gentlemanly  bearing 
has  made  many  friends  on  the  railroad 
who  will  watch  his  career  in  the  army 
with  great  interest.  He  is  every  inch 
a  man.  Lieutenant  MaGee  will  be  sta- 
tioned at  Camp  Grant,  Rockford,  111. 

Lieutenant  Livingston  was  born  Oc- 
tober 4,  1890,  at  Churdan,  la.  He  grad- 
uated from  the  Fort  Dodge  (la.)  High 
School  in  1909,  later  spending  two  years 
at  Grinnell  College  and  three  years  at 





the  State  University  of  Iowa,  from 
which  he  graduated  with  degree  of  LL. 
B.  Soon  after  graduating  from  the 
university,  Mr.  Livingston  entered  the 
service  of  the  claim  department  of  this 
company  and  remained  with  it  continu- 
ously until  last  May,  when  he  resigned 
to  enter  the  army.  Lieutenant  Livings- 
ton has  the  kind  of  stuff  in  him  out  of 
which  heroes  are  made,  and  if  given  an 
opportunity  is  sure  to  distinguish  him- 
self in  the  war.  Down  on  the  Kentucky 
Division,  where  he  is  best  known,  his 
friends  are  legion.  Lieutenant  Livings- 
ton will  be  stationed  at  Camp  Taylor, 
Louisville,  Ky. 


'There  is  probably  no  class  of  claims 
against  railroads  where  so  frequently 
exorbitant  damages  are  awarded  with 
less  foundation  than  those  where  pas- 
sengers sue  for  alleged  improper  treat- 
ment by  employes  or  passengers.  The 
degree  of  care  and  diligence  to  which 
passengers  are  entitled  for  their  safety 
and  comfort  by  railroads  and  their  em- 
ployees has  long  been  settled.  That  fe- 
male passengers  in  particular  are  entitled 
to  such  care  is  not  questioned.  That  the 
law  is  wise  and  proper  is  not  debatable. 
That  it  is  at  least  sometimes  misused 
as  the  basis  to  procure  unjust  and  ex- 
orbitant damages  is  also  true.- 

The  duties  of  a  conductor  are  at  best 
trying  and  difficult.  It  requires  a  man 
of  much  tact,  discretion,  good  judgment, 
patience  and  diplomacy.  Embarrassing 
complications  as  to  what  action  he 
should  take  are  frequent.  For  instance, 
it  sometimes  occurs  that  a  women  pas- 
senger, with  five  of  her  children  accom- 
panying her,  will  insist  that  neither  of 
them  is  upwards  of  five  years  of  age  and 
liable  for  fare.  Under  such  circum- 
stances, what  is  the  conductor  to  do? 
He  dare  not  question  the  accuracy  of 
the  statement,  and  yet  if  he  permits  a 
child  over  the  stipulated  age  to  be  trans- 
ported without  fare,  he  is  unjust  to  his 
employer,  fails  to  comply  with  its  rules 

and  regulations,  violates  the  law,  and 
encourages  bad  conduct  upon  the  part 
of  passengers.  Yet  if  he  questions  the 
statement  he  certainly  will  bring  trouble 
to  the  railroad  and  probably  to  himself. 
In  the  case  of  Ransom  vs.  Georgia, 
S.  &  F.  R.  Co.,  6  Ga.  App.  740,  plaintiff, 
a  woman  passenger,  with  two  small  chil- 
dren, had  misplaced  her  ticket.  The 
conductor  went  to  her  several  times  for 
it.  He  gave  her  ample  time  and  oppor- 
tunity to  find  it.  She  was  unable  to 
find  it,  and,  as  she  claimed,  he  finally 
paid  her  fare  and  stated  to  her,  in  the 
presence  of  other  passengers,  "You  are 
a  woman.  You  can  take  advantage  of 
me.  I  will  just  pay  your  fare  for  you 
in  the  presence  of  these  gentlemen." 
On  the  first  trial  a  verdict  for  $700.00 
was  rendered.  A  new  trial  was  granted. 
On  the  second  trial  a  verdict  for  $1,000 
was  rendered.  On  the  third  trial  a  ver- 
dict for  $700  was  rendered,  and  was 
affirmed.  The  defendant  submitted  evi- 
dence of  the  reputation  of  the  conductor 
for  uniform  politeness  and  courtesy  to 
passengers,  but  it  evidently  availed  it 
nothing. — The  Memorandum,  July,  1917.' 


Some  people  have  no  sense  of  humor. 
This  fact  was  demonstrated  upon  the 
trial  of  a  large  damage  suit  against  the 
Illinois  Central.  A  darkey  was  on  the 
witness  stand,  testifying  in  behalf  of  the 
defendant.  He  had  been  put  through, 
a  gruelling  cross  examination  by  the 
plaintiff's  attorney,  every  effort  being 
made  to  break  him  down,  but  without 
success.  Finally  the  attorney  in  his  des- 
peration asked  the  negro  if  he  had  ever 
been  convicted  of  any  crime.  Receiving 
an  answer  in  the  negative,  he  then  asked 
if  he  had  ever  been  in  jail  or  the  peni- 
tentiary. The  darkey  replied  that  he  had 
not.  The  attorney  then  retorted,  "Then 
you  have  escaped  detection  so  far."  The 
darkey  quickly  replied,  looking  the  law- 
yer squarely  in  the  face,  "Yas,  sir;  a 
whole  lot  of  us  is,  jedge."  Now  the 
lawyer  is  wondering  why  the  whole 
court  room  laughed. 




But  for  the  prompt  action  of  Engi- 
neer Frank  Calkins  of  northbound  Illi- 
nois Central  freight  train  No.  192,  Floyd 
Passmore,  a  lad  of  seven  years,  would 
have  met  a  tragic  death  on  the  railroad 
bridge  over  Rock  river,  Saturday  after- 
noon, for  the  little  fellow  was  trapped 
helplessly  on  the  high  structure  when 
the  local  freight  pulled  onto  it  at  3 

The  child  was  at  about  the  middle 
of  the  bridge  when  the  train,  in  charge 
of  Conductor  O'Rourke  and  Engineer 
Calkins,  ran  onto  it.  Bewildered  and 
frightened,  he  stood  helpless  between 
the  rails. 

Horror-stricken,  Engineer  Calkins 
applied  the  emergency  brakes  and  re- 
versed the  ponderous  locomotive,  taking 
desperate  chances  on  derailing  the  en- 
gine on  the  bridge,  but  the  heroic  meas- 
ure brought  the  heavy  train  to  a  stand- 
still less  than  five  feet  from  the  child. 
The  boy  was  put  on  the  train,  which 
was  backed  up  so  he  could  be  let  off  on 
the  south  side. — Dlxon  (111.)  Evening 
Telegraph,  July  10,  1917. 


Editor  Sentinel'.  In  a  report  from 
Dermott,  Ark.,  in  Friday's  Commercial 
Appeal,  the  reporter  puts  it  this  way: 
"The  accident  occurred  1000  feet  from 
the  depot.  A  cotton  gin  cut  off  the  view 
of  the  automobile  from  the  train  and 
it  was  impossible  to  stop  the  train."  You 
would  suppose  if  the  cotton  gin  had  not 
been  there  the  train  should  have  stopped, 
and  the  joy  riders  generally  think  that 
the  train  should  stop  and  see  if  the 
coast  is  clear  before  crossing  any  dirt 

If  the  people  haven't  sense  enough  to 
conserve  their  own  safety,  it  would  be  a 
good  idea  to  pass  a  law  compelling  autos 
to  come  to  a  full  stop  before  crossing 
a  railroad. 

In  this  case  there  were  five  people 
killed,  and  no  doubt  the  railroad  com- 
pany will  pay  big  damages,  when  as  a 

matter    of    fact,    the    railroad    company 
was  not  responsible  or  liable. 

Don't  understand  me  as  being  a  fan- 
atic on  railroad  persecution,  and  that 
the  State  of  Mississippi  is  the  Cyclops, 
the  acme  of  railroad  persecution.  I  cuss 
the  railroads  myself,  but  I  believe  in 
fair  play! — "Zulpeck,"  The  Yasoo 
Sentinel,  August  8,  1917. 


Kankakee,  111.,  Sept.  2,  1917. 
Mr.  H.  B.  Hull : 

I  have  just  been  looking  over  the  sev- 
eral circulars  and  reports  from  your 
office,  also  the  comparative  statements 
as  to  how  the  several  divisions  rank  and 
desire  to  call  your  specific  attention  to 
the  following  position  of  the  Illinois 
Division : 


Casualty  statement  Jan.  1  to  July  1....  3 
Personal  injury  settlements  Jan.  1  to 

July  31  1 

Casualty   statement   July,    1917 2 

Damage  to  stock  settlements  Jan.  1  to 

July  31  2 

Damage    to    stock    settlements    July, 

1917    , "...  3 

Personal  injury  settlements  July,  1917  1 

You  will  note  we  have  never  been  be- 
low rank  3  in  any  of  the  statements,  and 
in  all  settlements  both  for  the  month  and 
6  months  rank  1. 

That  Harriman  medal  still  looks  good 
to  me. 

Yours   very   truly, 

Claim  Agent. 


When  I  read  of  the  wrecking  of  motors, 

I  feel 
The  car  that  goes  wrong  has  a  fool  at 

the  wheel. 
The    amateur    racers,    the    gluttons    for 

speed ; 
Divorce  from  the  car  is  the  law  that  they 

The  fool  and  his  car  should  be  parted. 

The  driver  who  takes  all  the  crossings 
on  high 



And  never  looks  out  whether  trains  be  The  chauffeur  who  drives  with  an  arm 

rtearby.  'round  a  lass 

Who    runs    down    the    watchman    and  The  fool  who  converses  and  turns  back 

smashes  the  gate,  his  head 

And  puts   all  his   trust  in   the  kindness  ro  hear  what  his  friends  in  the  tonneau 

of  fate—  have  said— 

That  fool  and  his  car  should  be  parted.  Such    foois    and    their    cars    should    be 

The  chauffeur  who  tears  along  populous 

'  s.'  The    fool  is  a  creature  that  never  can 

Who   misses   the  trolleys   by   marvelous  . 

feats  learn, 

,TT,  '    lt\                   ,1             ,„        i         f  The    fool    very    often    has    "money    to 

Who     burns  up  the  road     and  prefers  „ 

the  wrong  side, 


And    tells    of    his   exploits    and   voluble      And  drivers  who  cariT  more  dollars  than 
pride—  sense 

That  fool  and  his  car  should  be  parted.      Just   charge   UP  their  fines  to  the   run' 

ning  expense — 

The   driver   who   mixes   his   drinks   and      That  fool  and  his  car  should  be  parted. 
his  o-as>  — C.  L.  Edholm  in  Motor  Life. 

The  Freight  Train  Finds  a  Friend 

to  take  in  with  the  eyes  a  good  deal  of  its 
length,  and  still  close  enough  to  distin- 
guish the  different  cars. 

A  great  jointed  monster,  it  groans  and 
grumbles  at  the  load  it  carries;  either 
that,  or  the  lumbering  noise  of  the  wheels 
is  the  laughter  of  the  train,  which  goes 
a.t  its  task  with  such  earnestness  it  can- 
not help  but  rejoice. 

There  are  cars  from  every  section  of 
the  nation  and  loaded  with  every  con- 
ceivable item  of  commerce.  Big  cars  and 
little  ones,  high  ones,  and  those  without 
height  at  all.  Sealed  cars  and  open  cars, 
red  ones  and  yellow  ones  and  brown 
ones,  and  ones  having  no  color  at  all 
save  the  hue  given  by  the  weather  to  the 
wood,  a  motley  combination  of  shapes 
and  colors  and  sizes,  but  all  going  to 
make  up  a  living,  breathing  benefactor 
of  the  race.  You  need  not  consider  the 
hardy  fellows  in  charge  of  the  thing ; 
they  are  your  brothers,  and  you  ought 
to  know  them.  But  the  monster  itself,  or 
the  good  giant  with  his  wealth  of  joy 
for  all  who  meet  him — the  freight  train 
itself,  that  is  the  inspiration  to  which  we 
would  direct  your  attention,  for  behold- 
ing it,  you  can  weave  your  own  fantastic 
imaginings. — From  the  Jackson  (Miss.) 

The  meek  and  lowly  freight  train  of 
other  days  has  come  to  be  the  real  aris- 
tocrat of  the  railroad  these  days.  The 
vestibuled  trains  with  their  splendidly 
equipped  palace  cars  do  not  come  in  for 
so  much  attention,  either  upon  the  part 
of  the  railroad  people  themselves,  or  the 
general  public.  It  would  not  surprise  us 
to  see  soon  the  engineers  on  the  pas- 
senger trains  being  promoted  to  places 
on  the  freights,  just  as  they  used  to  be 
promoted  from  the  freights  to  the  pas- 
senger trains. 

The  truth  is,  the  world  is  finding  itself 
through  war.  It  is  coming  to  under- 
stand relative  values  better  than  ever  be- 
fore— and  when  its  education  is  com- 
plete along  these  lines,  the  freight  train 
will  have  the  right  of  way  over  the  pas- 
senger train,  because  of  its  greater  worth. 
To  delay  a  train  of  50  carloads  of  food 
intended  for  hungry  people,  that  a  hun- 
dred excursionists  may  reach  a  summer 
resort  a  little  earlier  will  some  day  be' 
considered  a  crime. 

But  the  freight  train  itself — stand  by  a 
crossing  out  in  the  country  some  time 
and  study  it  as  it  passes.  Or,  better 
still,  if  you  have  the  opportunity,  watch 
it  from  across  the  field,  far  enough  away 


Ijissenqer  Traffic 

M., ...  '.';,.  ^Jf        _ 

F  [  F EEEE 

When  the  Soldiers  Passed 

"Listen  to  this,"  said  the  Rambler. 
"It  reminds  me  of  Slim's  early  days  with 
us,"  and  he  read  as  follows  from  the 
morning  paper:  "He  said  himself  that 
he  did  not  think  he  was  an  especially 
diligent  pupil,  because  he  was  interested 
in  the  railroad.  Every  time  a  train  whis- 
tled for  the  station  he  had  his  book  up 
in  front  of  his  face  peeping  out  of  the 
window,  watching  with  envy  the  won- 
derful performance  of  the  men  who 
walked  the  top  of  the  freight  cars,  and 
often  waving  their  arms  in  wigwagging 
signals  to  the  engineer.  It  fascinated 

"That,  however,"  the  Rambler  laugh- 
ingly said,  as  he  concluded  the  reading, 
"is  where,  I  fear,  the  similarity  ends 
between  Slim  and  the  railroad  president 
from  an  account  of  whose  career  I  have 
been  reading.  However,  I  don't  know," 
he  added  reflectively.  "The  latter  seems 
to  have  been  a  dreamer  in  the  first  stage 
and  so  certainly  was  Slim.  You  never 
can  tell.  As  everything  helps,  perhaps 
dreams  are  but  the  incentive  to  achieve- 

ment after  all.  At  any  rate,  aside  from 
remembering  the  adage  to  be  good  to  the 
office  boy,  as  you  can  never  tell  how 
soon  he  may  be  your  boss,  I'm  going  to 
continue  to  keep  an  eye  on  Slim  for  his 
own  sake.  But  don't  you  think  for  a 
minute  that  when  he  really  gets  into  his 
stride  he  is  going  to  lean  on  me  or  any- 
one else.  He  will  either  make  or  break 
himself.  However,  I  must  confess  to 
not  seeing  in  him  yet  future  presidential 
timber;  but  that  he  will  eventually  rank 
creditably  somewhere  in  the  force  I  have 
no  doubt.  By  the  way,  just  at  present 
he  seems  to  be  particularly  happy,  hav- 
ing found  in  the  much  riding  of  troop 
trains  a  combination  of  mild  hardship, 
unusual  and  oftentimes  genial  personal 
relations  and  a  line  of  responsibility 
out  of  the  ordinary  routine  rather  fitting 
to  his  individual  temperament.  In  fact, 
he  acts  as  though,  like  the  freight  trains 
of  that  president's  boyhood,  the  work- 
fascinates  him.  But  speaking  of  troop 
trains,  what's  that  martial  music  we  hear 



Acting  on  his  inquiry,  we  went  to  the 
window  and  saw  coming  down  the  ave- 
nue a  regiment  of  the  National  Guard, 
lead  by  their  band,  which  was  playing  a 
spirited  air  as  the  head  of  the  column 
reached  a  point  opposite  our  window. 
We  watched  them  in  relative  silence  as 
they  passed,  for  we  both  felt  deeply  in 
the  matter  of  the  war,  and  the  passing 
column  naturally  brought  up  thoughts  of 
what  it  represented  in  that  connection. 
The  regiment  was  in  heavy  marching  or- 
der, and  in  its  general  bearing  and  swing 
of  step  looked  very  business  like ;  for  in 
addition  to  its  then  intensive  training 
it  was  one  that  had  seen  service  on  the 
border.  As  its  ambulance  corps,  bring- 
ing up  the  rear,  was  lost  to  view  the 
Rambler  remarked  as  we  turned  from  the 
window,  "as  some  newspaper  corres- 
pondent  that  I  read  recently  put  it, 
'this  has  become  a  time  clock  war,'  and 
he  then  went  on  to  say  in  effect,  in  con- 
nection with  our  troops  in  France  learn- 
ing to  'dig  in,'  that  in  the  modern  battle 
the  soldier  leaves  the  trenches  at  a  given 
time  and  must  advance  only  so  far.  ev- 
ery step  of  infantry  having  been  prev- 
iously worked  out  with  artillery.  Hence 
the  time  clock  idea,"  the  Rambler  con- 
tinued, "which  idea  in  a  way  is  akin  to 
railroading.  That  is,  one  part  of  its 
operation  has  to  be  nicely  timed  to  all 
its  other  constituent  parts.  Even  pas- 
senger traffic  is  an  important  part  of  the 
machine;  in  fact,  one  of  its  vital  units, 
iust  as  that  regiment  that  has  just  passed 
is  a  unit  of  a  brigade,  the  latter  in  turn 
being  one  of  a  division  and  so  on 
through  the  corps  to  the  army.  Pas- 
senger traffic  is  like  a  brigade  or  a  di- 
vision, its  work  having  to  come  in  on 
time  in  relation  to  what  other  units  are 
doing  to  accomplish  a  general  whole." 

"Nothing  new  about  that,  Rambler," 
I  challenged  good-naturedly,  more  to 
wake  him  up  than  to  criticize ;  for,  while 
T  understood  he  had  in  mind  the  work- 
ing of  the  industrial-railroad  army  in 
distinction  to  its  organization,  his  train 
of  thought  was  clearly  suggested  by  the 
passing  regiment  and  his  speech  was 
subdued  and  unusually  thoughtful,  I 
thought,  in  consequence. 

"I  know  it,"  he  replied,  arousing  him- 
self, "but  there  is  a  phase  of  it  that  I 
was  coming  at  that  may  vary  the  simile 
a  little.  Those  soldiers,  with  their  rhyth- 
mic marching  and  impressive  formation 
while  devoid  of  spectacular  trappings, 
made  an  inspiring  sight  even  in  their 
khaki.  Now,  with  the  possible  exception 
of  some  crack  passenger  train  bowling 
along  through  the  country  at  a  high  rate 
of  speed,  such  as  the  Panama  Limited, 
there  is  nothing  in  the  railroad  to  com- 
pare with  the  military  from  a  show  point 
of  view.  The  latter  is  relatively  concen- 
trated, whereas  a  railroad  is  stretched 
out  over  a  vast  territory.  Hence  its  ac- 
tivities, in  a  broad  way,  are  always  the 
same  from  day  to  day  and  from  year  to 
year,  and  so  spread  over  entire  systems 
as  to  be  hardly  noticeable,  or  even  heard 
about,  in  the  sense  that  are  military  man- 
euvers or  accomplishments.  Neverthe- 
less, it  is  winning  its  commercial  battles 
for  the  good  of  the  country  just  as  truly 
as  will  our  boys  in  khaki  win  for  us  se- 
curity for  our  democratic  form  of  gov- 
ernment. Furthermore,  of  necessity,  the 
railroads  are  doing  their  bit  in  clock-like 
manner,  with  many  of  its  phases  abso- 
lutely dependent  on  time  clock  operation. 
In  fact,  modern  warfare  has  not  origi- 
nated the  time  clock  system;  it  has  sim- 
ply learned  to  extend  its  adoption  from 
organization,  discipline  and  maneuvers 
to  its  actual  righting  methods.  The  rail- 
roads have  always  to  a  greater  or  less 
degree  been  in  the  time  clock  class." 

"Well,"  I  said  reflectively,  as  the  Ram- 
bler seemed  to  have  finished,  "there  may 
be  something  in  your  thought,  but  it 
seems  to  me  it  admits  of  some  reasoning 
out,  and  possibly  some  qualifications. 
But — don't  begin  now !"  I  interjected  on 
noticing  that  he  was  about  to  answer 
me.  "Let  me  tell  you  what  I  came  in 
for.  I  have  a  letter  from  Boy." 

"You  have  ?  Good !  Let's  see  it,"  and 
he  held  out  his  hand  eagerly  for  the  let- 
ter I  had  taken  from  my  pocket  and 
that  I  was  extracting  from  its  envelope. 
But  I  would  not  let  him  have  it.  In- 
stead I  held  up  its  spread  out  sheets  that 
he  might  see  the  liberal  cutting  out  from 
it  of  words,  lines  and  whole  paragraphs 



by  the  censor.  "Huh !  That  censor  made 
it  look  like  a  gridiron,  didn't  he?"  was 
his  remark,  as  he  again  reached  out  for 
the  letter.  "No,"  I  said,  'Tm  used  to 
the  interruptions  in  the  text  made  by  the 
censor's  sharp  knife  and  I  guess  I  had 
better  read  it  to  you  first.  You  can 
have  it  later  if  you  want  it."  The  fact 
was,  I  did  not  want  him  to  see  that  let- 
ter until  I  had  marked  the  effect  on  him 
of  a  reference  made  in  it  to  these  "Lit- 
tle Talks  with  the  Rambler"  that  I  have 
been  repeating  so  freely  for  our  Maga- 
zine family.  In  beginning  to  make  him 
famous  by  reporting  his  talks  I  had  not 
consulted  him,  and  was  a  little  piqued 
when  on  the  first  of  them  appearing  he 
made  no  mention  of  it  to  me,  or  anyone 
else  as  far  as  I  have  ever  been  able  to 
learn.  Furthermore,  he  never  has  al- 
luded to  them  in  any  way  to  this  mo- 
ment, and  I  was  anxious  at  the  time  of 
receiving  that  letter  to  see  if  it  would 
not  start  something  in  the  matter  with 
him.  Of  course,  in  my  reports  of  his  do- 
ings and  conversations  I  have  always  en- 
deavored to  be  strictly  truthful  and  not 
to  so  color  them  as  to  give  the  Rambler 
occasion  to  claim  either  that  I  did  him 
an  injustice  or  that  I  unduly  magnified 
him.  So  it  naturally  followed  that  I  was 
anxious  for  his  verdict.  The  Boy's  let- 
ter was  from  "somewhere  in  France," 
he  being  the  first  to  get  into  actual  serv- 
ice from  Passenger  Traffic  Headquar- 
ters. He  is  with  one  of  the  base  hospi- 
tal units,  which  organization  experienced 
one  of  the  contingencies  of  war  almost 
immediately  after  departing  from  "an 
Atlantic  port."  He  was  chief  clerk  in 
my  office,  and  while  in  years  he  had 
reached  man's  estate  and  generally  con- 
ducted himself  accordingly,  at  times  in 
his  hours  of  relaxation  he  let  loose  such 
an  exuberant  youthful  spirit  as  to  have 
earned  from  the  Rambler  the  cognomen 
of  "Boy,"  by  which  term  he  was  gener- 
ally spoken  of  between  ourselves  since 
his  going  from  us.  His  letter,  which  I 
now  began  to  read  aloud,  commenced  as 
follows : 

,  "Well,  here  I  am,  sitting  down  at  the 
old  typewriter  far  away  from  you  and 
the  rest  of  the  office  force  of  the  Pas- 

senger Traffic  Department,  but  the  first 
thought  that  comes  to  my  mind  while 
pounding  away  is  of  you  and  Mr.  Ram- 
bler. By  the  time  you  get  this  you  will 
probably  be  deep  in  thought  as  to  what 
you  will  ramble  for  the  month  of  July, 
and  believe  me  I  do  not  envy  you  your 
job  at  that  time.  I  certainly  wish  I 
could  give  you  an  idea  in  this  connec- 
tion, but  none  comes  to  me  unless  it  is 
a  comparison  as  to  railroading  across 
the  pond  and  in  the  good  old  U.  S.  A." 
I  stopped  reading  at  that  point  and 
said  pointedly  to  the  Rambler  "he  evi- 
dently thinks  I  make  up  those  magazine 
stories.  He  used  to  help  me  sometimes 
on  the  dictation  and  typing  of  them,  but 
I  never  told  him  ,of  our  many  conversa- 
tions and  little  adventures  together." 
The  Rambler's  only  response  was  to 
shift  a  bit  in  his  seat  and  then  reach 
down  to  one  of  his  desk  drawers  and 
take  therefrom  a  box  of  cigars,  out  of 
which  he  carefully  selected  one  to  his 
liking  and  then  put  the  box  in  place 
without  deigning  to  follow  his  usual  cus- 
tom of  first  passing  it  to  me.  This  last, 
however,  I  attributed  to  preoccupation 
of  mind  although  I  must  admit  I  thought 
I  caught  a  momentary  flash  of  a  lurking 
smile  and  an  amused  twitch  of  the  cor- 
ners of  his  mouth  as  he  did  so.  But  he 
answered  me  not  a  word,  so  I  continued 
with  my  reading: 

"What  traveling  we  have  done  so  far 
—  ('censor's  cut  of  many  words')  and 

from  the  latter  place  through ('more 

cutting')  to  our  present  position  has  been 
third  class,  corresponding  to  our  coach 
service  with  the  exception  that  six  travel 
in  a  compartment  and  the  car  is  made  up 
of  about  nine  such  compartments.  In 
France  the  character  of  such  cars  is 
much  poorer,  at  least  the  ones  we  rode 
on  were,  and  the  rate  of  speed  here  is 
much  slower.  In  England  the  roadbed 
is  rock-ballasted  and  in  perfect  physical 
condition,  and  the  speed  is  as  great,  if 
not  greater,  than  that  made  in  the  states. 
They  have  first,  second  and  third  class- 
es and  then  Pullman  cars.  The  Pullman 
equipment  seemed  to  me  to  be  wonder- 
ful and  superior  to  ours,  especially  their 
dining  cars.  While  food  is  good  and 



wholesome,  one  becomes  tired  of  practi- 
cally the  same  ration,  and  looking  in 
the  dining  cars  with  their  luxurious  up- 
holstered arm  chairs  certainly  made 
one's  mouth  water  for  a  cup  of  good 
coffee  and  ham  and  eggs." 

The  Rambler  burst  into  a  laugh  and 
said,  "ham  and  eggs!  And  I'll  bet  it  was 
at  breakfast  time  he  had  that  longing. 
If  it  was,  he  only  showed  himself  to  be 
a  true  American,  for  I  never  knew  one 
of  my  countrymen  for  the  first  time  in 
a  country  of  coffee-and-rolls-breakfasts 
that  didn't  set  up  a  holler  for  our  great 
national  dish  of  ham  and  eggs  for  his 
morning  meal.  However,  Boy  was  mod- 
est in  his  desires  even  at  that.  It  seems 
only  yesterday  that  I  «aw  him  enjoying 
a  dinner  in  the  dining  car  of  No.  3, 
starting  with  'giblet  with  rice'  soup,  fol- 
lowed by  two  delicious  lamb  chops  with 
'au  gratin'  potatoes,  and  with  olives  and 
head  lettuce  salad  on  the  side,  the  repast 
ending  with  ice  cream  and  cake  and  a 
demi  tasse  of  coffee.  And  he  paid  for  it 
all  out  of  his  own  pocket,  too.  Oh,  but 
I  like  that  little  ham  and  eggs  touch ;  it's 
so  human.  But  the  best  of  it,"  he  con- 
tinued more  seriously,  "is  the  evidence 
that  Boy  is  game  and  not  complaining  of 
his  present  lot,  but  saying,  'food  is  good 
and  wholesome.'  But  go  on  with  the 

"The  freight  equipment,"  I  continued, 
"is  far  from  being  as  far  advanced  as 
ours,  the  capacity  being  about  fourteen 
tons  per  car.  That  is  quite  different  from 
our  large  all  steel  one  hundred  ton  gon- 
dolas." "He  evidently  meant  to  say," 
interrupted  the  Rambler,  "one  hundred 
thousand  pounds,  having  in  mind  our 
fifty-ton  gondolas."  "However,"  I  went 
on,  "they  naturally  travel  considerably 
faster  than  ours.  I  know  this  is  not 
much,  but  then  I  have  seen  you  make  a 
sixteen  page  story  out  of  much  less." 
Again  I  looked  at  the  Rambler  signifi- 
cantly, but  as  before  he  ignored  my  pur- 
pose of  drawing  him  out  by  looking  at 
me  in  an  inquiring  sort  of  way  as  if 
waiting  for  me  to  go  on,  so  I  aeain  read 
from  the  letter,  which  continued :  "Our 
trip  so  far  has  been  very  interesting,  as 

you  may  imagine,  with  everything  new 
and  all  sights  unusual. —  — ('censor's 
knife  here  eliminates  over  four  lines'). 
T  certainly  wish  you  could  have  seen  the 
country  between  those  two  places  and  had 
your  camera  with  you.  Never  did  I  see 
anything  that  would  compare  with  it. 
Every  bit  of  land  was  under  cultivation. 
Hills  that  I  do  not  see  how  they  could 
be  plowed  and  right  up  to  within  three 
feet  of  the  tracks  were  all  made  use  of, 

Our    stay    at ('cut')    was    very 

pleasant,  we  being  billeted  at  different 

nouses,   about   ten  to  a   house 

('censor  busy  with  his  knife  again') — 

night ('cuts')  and  arrived  in 

('cut')  about  five  in  the  morning,  leaving 
the  latter  city  for  -  — ('cut')  about 

8 :30  AM  the  same  morning.  You  can 
imagine  therefore  that  we  did  not  get 
much  of  a  chance  to  see  the  largest  city 
in  the  world,  but  I  hope  to  later." 

"Boy  was  simply  ahead  of  the  times 
in  his  trip  through  'the  largest  city  in 
the  world,' "  interrupted  the  Rambler. 
"This  morning's  paper  tells  in  a  dispatch 
from  London  of  our  expeditionary  army 
training  in  England  having  given  for 
the  first  time  its  'Sammies'  their  first 
leave  privilege  in  considerable  numbers, 
and  of  their  frolics  and  fraternizations 
on  the  streets  of  that  wonderful  city." 
As  he  talked  he  had  reached  over  and 
taken  up  the  paper,  laughingly  remarking 
as  he  glanced  through  it  to  find  the  article 
he  had  in  mind,  that  among  other  things 
it  said  was  that  the  "Tommies"  were 
delighted  with  the  American  game  of 
craps  that  their  "Sammy"  brothers  were 
teaching  them.  Finding  what  he  wanted 
he  read  as  follows : 

'The  American  soldier  is  a  mystery  to 
the  Englishman.  Those  in  London  today, 
having  just  been  paid,  had  their  pockets 
full  of  money  which  they  were  anxious  to 
spend.  They  dined  at  the  best  hotels, 
some  of  them  occupying  tables  adjoining 
those  at  which  British  offcers  were  seat- 
ed. The  only  difficulty  which  they  ex- 
perienced with  English  money  had  to  do 
with  the  value  of  the  coins,  to  which  they 
are  as  yet  unaccustomed.  They  passed 
over  pound  notes  in  payment  for  small 



Friday,     Jtm*  15,  li)17. 
BkM  Ho«*.l     f!2   . 
ATB7  ft  Off  10*  #16 

r  ar  a**?  fro*  r»    and 
l  tb*  f lr*t 

ant  Mr.  Bambl*r.     »y 

f*nd  from 

}  hia  b*«&  third  el***,  oorrvipaadlng  1 

•  with  tb*  *woption  that  *lx  trar«l   la  »  oospartaMUt  and  th* 
p  of  about  aja*  wnob  ooovartmt*.       to  twano*  th*  obaraotor  of  aaob 
poor**  at  l*a*t  tb*  on**  w*  rod*  on  **r*  and  th*  rat*  of  *p«*d 
ilo*«r.       In  jfarlaod  tax*  roadbad  i»  'roox  ball«ft*d  and  la  p**f*et 
Ltlom  wad  tb*  «p**d  1*  a*  gr**,t  If  not  gr««t«r  tban  that  a«d*  la  u<* 
»?  ha**  flr*t.   ••Oi^nd  aM   third  Ola****  and   tb*o  Pollawai  oar».        tb» 
:«*nt  ••«*•!  to  •*  to  b*  vondarftil  axid  *vp*rlor  to  oar*,  **p»clally 

\»  MBM  rat  lea*  *a&  looking  la  tb*  diolng  < 

«d  *88».  BM  fNltfit  oaulpHBt  U  far  from  U 
o  MpMltf  B*ln«  aiout  fourton  toad  p»r  aw.  a 
I*TB»  All  BtMl  OM  boaAr*d  toa*  goalolM.  So 
e<jMld«*bly  fMUr  than  our*.  I  too*  tola  1. 

B  y^a  Mk*  a  •IxtMn  fug*  «tory  oat  or  m«i  !«•«. 
<ter  trip  *o  far  l.w   o*m  TO?   lnt«r«.tU«  «  JO 

.  «•  :ad  a  Yvry  nic«  r«o*ptloD,  ••  •arobM  Uuroagb  tt*  1 
.•tane*  of  about  fir*  mil**  with  a  band  f|ootti*a}  at  o«r 
•v«rTwb«r«  »  w*r*  grMt*d  with  "Hello,  A««rio*n.-  &•  »tr**t*  w*n 
poopl*  baglag  out  of  window*,  ind,  althuotfi  w*  w*r*  •ighty  tLr*d  vi< 

oar  •  uljaMUt,  It  «**  ai jhtr  lavplrlag  and  r«*U)d*d  BM  of  *torl**  I  b 

tb*  o*n*or  will  net  allow  iw  to  tfho*.      Talk  about  •  city  of  Untal    ' 

larg*  circD***.         On«  thing  that  took  ay  «7*  b*r«  wa*  te*  *«*lng  of  , 
girl*  drlYlag  A*d  Croat  awtbttlaao** .     And  th*?  ar*  not  balpl***  *«a  a 

A*  you  awjy  gvM*  Z  am  worklag  In  tb*  offlo*  and  «y  datla*  i 
I  AC  In  the  b*et  v?  li*-ul*i..«nd  *pirit*  and  wlah  700  would  alt  down  ai 
*  l*tt*r  In  jour  owe  brwxj  *^1*.  a*awnbor  a*  to  all  of  07  aaioc: 
•ffiM  and  toll  14  and  Uu  Mhrwn*  not  to  do  too  auch  work  durli^  tl 

dlotato  a* 

tM  in  th* 


purchases,  and  took  back  a  handful  of 
change  without  counting  it.  'What's  the 
use  of  counting.'  said  one.  'We  could 
count  the  number  of  coins,  but  that's  all. 
So  we  just  trust  to  luck.'  From  the  tops 
of  crowded  buses  men  and  women  waved 
to  the  Americans.  It  is  agreed  unani- 
mously that  London  likes  them  as  much 
as  they  like  London." 

""But  let's  get  on  with  that  letter,  it's 
interesting"  the  Rambler  said  as  he  tossed 
the  paper  aside.  So  I  began  reading 
again.  "The  city  of  -  —('cut')  was 

very  interesting,  the  streets  being  narrow 
and  small.  From  -  —('cut')  we 

crossed  the  English  Channel  to  — 
('cut  again,  for  the  last  time')  and  it  was 
here  that  we  had  a  very  nice  reception. 
We  marched  through  the  town  to  our 
quarters,  a  distance  of  about  five  miles, 
with  a  band  (Scottish)  at  our  head  and 
everywhere  we  were  greeted  with  'Hello 
American !'  The  streets  were  lined  with 

people  hanging  out  of  windows.  And 
although  we  were  mighty  tired  with  no 
sleep  the  night  before  and  the  weather 
hot  and  we  carrying  about  fifty  pounds 
on  our  back,  our  equipment,  it  was  mighty 
inspiring  and  reminded  me  of  stories 
I  have  read  of  the  Civil  War." 

At  that  point  the  Rambler  was  again 
reminded  of  something  he  had  read  in 
the  newspapers  and  motioned  for  me  to 
stop.  He  reached  over  his  desk  and 
passed  me  a  clipping,  saying  as  he  did 
so  "It  is  a  portion  of  the  newspaper 
account  of  the  parade  in  London  of 
Pershing's  troops  soon  after  their  arrival 
on  the  other  side.  It  sums  up  the  Ameri- 
can soldiers  as  seen  by  the  English  in  a 
way  that  rather  stirs  my  blood.  Read 
it,  will  you  ?  I  have  done  so  many  times, 
but  want  to  get  it  by  heart."  I  read  it 
aloud,  the  item  being  from  a  London  dis- 
patch and  was  as  follows  under  the  sub 
heading  of  "United  States  Type." 



"The  evening  newspapers  unite  in 
praise  of  the  American  soldiers.  The 
Standard  displayed  on  the  front  page  the 
large  headline,  'Sons  of  the  Pilgrims 
Back  in  London.'  under  which  it  says : 
'Lean,  lithe,  straight-backed,  sallow,  thin- 
lipped,  set-jawed,  they  impress  everybody 
as  doers  rather  than  dreamers,  men  of 
few  words  who  look  you  straight  in  the 
eye,  take  your  measure  at  a  glance,  give 
you  their  opinion  in  a  rough  epigram 
and  then  get  to  business.  They  are  a 
distinct  set  of  men  of  a  definite  type.  Not 
Canadian,  not  Austrian,  not  New  Zea- 
lander,  but  in  the  snap  of  the  eye  and 
the  expression  of  the  mouth  something 
distinctly  United  States.' J;  "I  like  that 
too,"  I  remarked  as  I  handed  the  clip- 
ping back.  Not  fulsome,  but  rather  close 
to  the  facts  in  my  opinion.  Yes,  Boy  I 
reckon  is  one  of  them  even  if  he  was  not 
in  that  particular  parade.  Although 
'mighty  tired  with  no  sleep  the  night 
before  and  the  weather  hot  and  carrying 
about  fifty  pounds'  on  his  back,  he  still 
found  the  experience  'mighty  inspiring.' 
He  and  his  companions  in  that  little  unit 
undoubtedly  held  their  own  with  the 
'lean,  lithe,  thin  lipped  and  set  jawed' 
countrymen  that  marched  more  preten- 
tiously some  weeks  after  in  that  city  he 
was  so  anxious  to  see.  But  let's  finish 

his  letter,"  I  continued  as  I  took  up  his 
page  again  and  read :  "The  next  day  we 
took  train  for  our  present  position  which 
the  censor  will  not  allow  us  to  show. 
Talk  about  a  city  of  tents !  That's  us. 
I  never  saw  so  many  people  under  canvas 
in  my  life  and  I  have  seen  some  mighty 
large  circuses."  "Bet  he  has,"  I  remarked 
as  an  aside  and  then  continued.  "Qne 
thing  that  took  my  eye  here  was  the 
seeing  of  English  girls  driving  red  cross 
ambulances.  And  they  are  not  helpless 
when  a  puncture  occurs  either. 

As  you  may  guess  I  am  working  in  the 
office  and  my  duties  are  pleasant.  I  am 
in  the  best  of  health  and. spirits  and  wish 
you  would  sit  down  and  dictate  me  a 
letter  in  your  own  breezy  style.  Remem- 
ber me  to  all  my  associates  in  the  office 
and  tell  -  -  and  -  -  not  to 

do  too  much  work  during  the  hot 

"Fine  letter"  said  the  Rambler,  "and 
very  characteristic,"  I  added.  "I  surely 
will  write  him  that  letter,  but  am  not 
confident  as  to  whether  there  will  be 
sufficient  mental  wind  at  the  time  to  make 
it  breezy.  'As  everything  helps,'  as  you 
say  Rambler,  why  don't  you  try  to  write 
him  a  'breezy'  letter?"  "I  will"  was 
the  response. 

Service  Notes  of  Interest 

The  Railroads'  War  Board's  Circular  No. 
11  of  Official  Information,  has  the  follow- 
ing to  say  of  the  planning  of  the  largest 
troop  movement  ever  scheduled  in  the  his- 
tory of  this  country,  which  are  now  being 
perfected  by  the  American  Railway  As- 
sociation at  the  request  of  the  United  States 

"Altogether,  687,000  men  will  have  to  be 
transported  to  the  various  cantonments  that 
the  government  is  building  to  house  the 
new  National  Army.  The  movement  will 
start  September  5.  Between  that  date  and 
September  9  the  railroads  will  complete  the 
entrainment  of  200,000  men,  or  approxi- 
mately 30  per  cent  of  the  total  number 
scheduled  to  be  moved  to  the  various  train- 
ing camps. 

"It  is  expected  that  a  second  movement 
approximating  200,000  men  will  begin 
September  19,  continuing  for  four  days 

thereafter,  and  a  third  movement  of  the 
same  size  on  October  3. 

''Some  conception  of  the  magnitude  of 
the  task  confronting  the  American  Rail- 
way Association  in  preparing  schedules 
that  will  assure  the  safe  and  prompt  trans- 
portation of  these  armies  without  interfer- 
ing with  regular  traffic  may  be  gleaned  from 
the  fact  that  to  move  merely  one  field 
army  of  80,000  men  requires  6,229  cars  made 
up  into  366  trains  with  as  many  locomo- 
tives and  train  crews. 

"Meanwhile,  in  addition  to  moving  the 
687,000  recruits  for  the  National  Army,  the 
railroads  have  been  asked  to  supply  trans- 
portation for  the  350,000  members  of  the 
National  Guard  to  their  training  camps. 
This  National  Guard  movement  has  alre-ady 
started  and  will  continue  in  increasing 
volume  until  all  have  been  moved. 

"A    bulletin,    covering    the    movement    of 



the  National  Army  to  the  training  camps 
and  explaining  the  plans  which  the  govern- 
ment wants  carried  out,  has  just  been 
issued  for  distribution  to  the  various  rail- 
road officials  of  the  country.  That  bulletin 
in  part  is  as  follows: 

"  'The  citizens  selected  to  form  the  Na- 
tional Army  will  begin  to  move  to  their 
respective  training  camps  on  September  5. 

"  'The  number  to  be  selected  stands  at 
present  at  687,000  men. 

"  'Four  thousand,  five  hundred  and  thirty- 
one  points  in  the  United  States  have  been 
designated  by  the  Provost  Marshal  General 
as  points  of  local  concentration,  at  one 
of  wnich  each  individual  will  be  required  to 
report  at  a  stated  time  and  from  which  the 
parties  will  proceed  by  railroad  to  the  can- 
tonment to  which  they  have  been  assigned. 

"  'The  American  Railway  Association  has 
been  directed  to  prepare  schedules  for  the 
movement  of  each  of  these  parties  from 
originating  points  to  destination.  These  are 
being  prepared  by  the  Passenger  Associa- 
tions in  conference  with  representatives  of 
the  operating  departments. 

"  'The  first  movement  will  consist,  ap- 
proximately, of  30  per  cent  from  each  local 
concentration  point,  a  total  of  about  200,- 
000  men.  It  will  beerin  on  Wednesday, 
September  5,  and  entrainment  is  to  be  com- 
pleted on  Sunday,  September  9. 

"  'In  preparing  schedules,  due  regard  will 
be  paid  to  the  necessity  for  providing  for 
the  feeding  of  these  men  at  convenient 
points,  either  by  use  of  eating  houses,  din- 
ing cars,  or  by  furnishing  box  lunches  on 
the  train. 

"  'The  American  Railway  Association  will 
place  a  qualified  official  of  the  passenger 
department  in  the  office  either  of  the  gov- 
ernor, or  of  the  adjutant  general,  as  mgy 
be  deemed  most  suitable  by  the  state 
authorities  in  each  state.  This  official  will 
keep  in  touch  with  the  state  authorities  in 
any  emergency  which  may  arise  and  will 
assist  them  in  carrying  out  the  schedule. 

"  'It  is  expected  that  a  second  movement 
of  30  per  cent  will  take  place  beginnin^ 
September  19,  continuing  for  four  days 
thereafter;  and  a  third  movement  of  30 
per  cent  will  begin  on  October  3,  to  con- 
tinue for  four  days  thereafter.'  " 

From  time  to  time  we  hear  outbursts 
against  "malefactors  of  great  wealth,"  and 
not  the  least  among  those  who  have  really 
deserved  what  has  been  said  about  them 
arc  the  railroads. 

But  when  you  see  all  of  the  railroads  of 
the  United  States  pooling  their  interests  for 
patriotism — literallv  handing  their  prooer- 
ties  to  the  general  government,  and  say- 
ing: "Take  these  and  run  them  as  you  see 
fit  until  such  time  as  our  common  enemy 
has  been  vanquished" — well,  it  makes  you 
realize  that  even  if  a  corporation  is  classed 

as  "soulless"  it  still  has  heart  and  mind 
and  intensely  practical  loyalty. 

When  the  railroads  of  the  United  States 
pass  under  government  control  without  a 
dissenting  voice,  without  the  expenditure  of 
a  cent  and  without  even  a  guarantee  of 
dividends,  it  certainly  speaks  highly  for  the 
willingness  of  wealth  to  sacrifice  for  the 
common  good. 

Volunteering  250,000  miles  of  railroad 
and  having  the  offer  accepted  without  even 
so  much  publicity  as  a  paragraph  in  the 
newspapers,  is  just  exactly  what  occurred, 
but  who  of  us,  six  months  ago,  would  have 
believed  it  possible? — Los  Angeles  Herald. 

The  following  convention  announcements 
for  September,  October  and  November, 
1917,  should  be  carefully  gone  over  by 
agents  and  kept  in  mind  with  the  end  in 
view  of  obtaining  business  therefor  in  cases 
where  applicable  to  their  territory: 

International  Association  Prevention  of 
Smoke,  Columbus,  Ohio,  September  25-27, 

Y.  M.  C.  A.  Secretaries,  Niagara  Falls, 
September  19-21,  1917. 

National  Spanish  War  Veterans,  Cleve- 
land, Ohio,  September  23-27,  1917. 

Illinois  Clay  Manufacturers'  Association, 
Murphysboro,  111.,  September  10-15,  1917. 

Prepared  Roofing  and  Shingle  Roofing 
Manufacturers'  Association,  Chicago,  Sep- 
tember 12,  1917. 

Ak-Sar-Ben.  Omaha,  Neb.,  September  26- 
October  6,  1917. 

Rock  River  Conference  (Methodist 
Episcopal  Church),  Belvidere,  111.,  October 
4,  1917. 

American  Meat  Packers'  Association, 
Chicago,  October  15,  1917. 

Northern  Hemlock  and  Hardwood  As- 
sociation, Milwaukee,  Wis.,  October  27, 

National  Association  of  Motion  Picture 
Engineers,  New  York,  N.  Y.,  October,  1917. 

National  Council  Congregational 
Churches,  Columbus,  Ohio,  October  10-17, 

National  Dairy  Association,  Columbus, 
Ohio,  October  17-27,  1917. 

American  Refrigerator  Association,  St. 
Lou's,  Mo.,  October,  1917. 

Central  Association,  Science  and  Mathe- 
matic  Teachers,  Columbus,  Ohio,  November 
28-30,  1917. 

National  Industrial  Traffic  League,  Chi- 
caj?o,  November,  1917. 

National  Jewish  Congress,  Washington, 
D.  C.,  November  18,  1917. 

We  have  always  felt  that  the  station 
agent  in  a  small  town  has  a  snap.  We 
have  watched  him  intermittently  for  twenty 
years  or  more.  All  that  he  has  to  do  is 
to  sweep  out  the  station,  take  care  of  the 
fires,  empty  the  ashes,  make  excuses  to 



the  patrons  for  trains  that  are  late,  ride  up 
and  down  the  track  on  a  three-legged  hand 
car,  and  fill  the  switch  lights,  count  the 
cash,  do  the  telegraphing  lor  the  whole 
town  and  the  railroad  at  the  same  time, 
carry  nine  tons  of  baggage  every  day,  an- 
swer 9,000  fool  questions,  take  the  numbers 
of  freight  cars  in  the  yards,  work  the  sema- 
phore, keep  a  cool  head  with  the  train  dis- 
patchers, check  trunks,  answer  the  tele- 
phone, chase  the  hoodlums  off  the  platform, 
pull  tramps  out  of  box  cars,  watch  the  track 
tor  bad  rails  and  joints,  take  care  of  the 
express,  keep  the  water  cooler  filled,  sell 
tickets  two  or  three  feet  long  without  mak- 
ing a  mistake,  handle  the  parcel  freight, 
carry  suit  cases  for  old  ladies,  make  out 
way  bills  and  figure  freight  rates  to  Hono- 
lulu and  Vancouver,  B.  C.  After  that 
nothing  to  do  till  tomorrow.  Ho,  hum. 
It's  a  gay  life. — 'Biggar  Independent. 

The  National  Forests  should  not  be  con- 
fused with  National  Parks;  they  are  en- 
tirely distinct  and  separate.  The  Forest 
Service  of  the  Department  of  Agriculture 
has  issued  maps  and  circulars  descriptive 
of  these  forests  which  are  to  be  found  in 
24  states  from  Maine  to  California,  and 
from  the  Gulf  of  Mexico  to  the  Canadian 
line.  There  are  152  National  Forests  in  the 
United  States,  with  an  area  of  about  150,- 
000,000  acres.  They  occupy  principally  the 
more  rugged  and  heavily  timbered  regions 
of  the  White  Mountains,  Appalachians  and 
Ozarks  of  the  East,  and  the  Rocky  Moun- 
,  tains,  Sierra  Nevada  and  Coast  Ranges  of 
the  West. 

The  National  Forests  are  free  to  all,  and 
visitors  are  welcome  to  camp  and  motor 
where  they  will.  Fire  arms  are  permitted, 
and  there  are  no  restrictions  on  fishing  and 
hunting  except  those  imposed  by  game  laws 
of  the  states  in  which  the  forests  are  lo- 
cated. Railroads  and  auto  highways  make 
the  National  Forests  readily  accessible; 
even  the  more  remote  and  out  of  the  way 
parts  of  the  mountains  being  easily  reached 
over  goods  roads  -and  trails  built  and  main- 
tained by  the  Forest  Service. — Clipped. 

The  Railway  War  Board  has  announced 
a  curtailment  of  railway  passenger  service 
that  will  doubtless  surprise  the  traveling 
public  inasmuch  as  probably  not  one  pas- 
senger out  of  ten  has  been  at  all  incon- 
venienced by  the  curtailment  that  has  been 
made  effective.  The  Railway  War  Board 
announces  that  the  railroads  of  the  country 
have  eliminated  passenger  trains  aggregat- 
ing 16,267,028  miles  of  train  service  per 
year.  This  is  done  to  save  man  power, 
fuel  and  motive  power  which  can  thus 
be  applied  to  the  transportation  of  freight 
necessary  for  the  successful  continuation  of 
the  war.  The  elimination  of  passenger 
service  as  now  reported  will  make  available 
for  other  purposes  over  one  million  tons  of 
coal.  As  a  result  there  has  been  added  the 
capacity  of  779,000  freight  cars  and  three 
billion  ton  miles  within  a  single  month. 
It  has  been  suggestively  pointed  out  that 
no  nation  except  the  United  States  has  a 
total  freight  service  equal  to  this  addition 
to  the  railway  facilities  of  our  country. 

It  is  remarkable  that  this  change  has  been 
brought  about  without  noticeable  criticism 
from  those  most  dependent  upon  the  use  of 
passenger  trains. — Travel  Bulletin  of  the 
American  Express. 

The  San  Geronimo  Day  festivities  at 
Taos,  N.  M.,  are  held  September  30  of  each 
year.  This  year  the  30  happens  to  be  on  a 
Sunday.  Information  has  been  received  that 
the  celebration  will  be  held  on  Sunday, 
as  the  Indians  do  not  make  a  change  on 
account  of  the  day. — Rio  Grande  Service 

The  small  son  of  a  visiting  minister  was 
presented  to  the  regular  minister  after  the 
sermon.  The  regular  minister,  somewhat 
absent  minded,  later  asked  the  little  boy 
his  name. 

''Thomas  Jones,"  said  the  lad. 

"Ah,  yes — the  son  of  the  Rev.  So-and-So," 
exclaimed  the  pastor.  "And  how  old  are 
you,  Thomas?" 

"I  was  four  and  a  half  vears  old  on  the 
frain  coming  here,"  said  the  truthful 
Thomas,  "but  I'm  really  six." — Erie  Circular. 

Appointments  and  Promotions 

With  the  view  of  enlarging  the  Loss  and 
Damage  Bureau  to  include  additional  impor- 
tant matters,  a  new  bureau  will  be  created, 
effective  September  1,  1917,  that  of  "Freight 

Mr.  John  L.  East  appointed  Superinten- 
dent Freight  Service,  with  headquarters  at 

Effective  September  1,  1917,  Mr.  John  J. 
Desmond  is  appointed  roadmaster  of  the 
Louisiana  Division,  with  office  at  McComb, 
vice  Mr.  Thomas  Quigley,  promoted. 

Effective  September  1,  1917,  Mr.  Charles 

A.  Maynor  is  appointed  roadmaster  of  the 
Mississippi  Division,  with  office  at  Water 
Valley,  vice  Mr.  John  J.  Desmond,  pro- 

Effective  August  3,  1917,  Mr.  Matthew  G. 
Kennedy,  is  appointed  trainmaster,  New 
Orleans  Division,  with  headquarters  at  Wil- 
son, La.,  vice  Mr.  Floyd  R.  Mays,  promoted. 

Effective  September  1,  1917,  Mr.  Frederick 
T.  Gibbs  is  appointed  trainmaster,  Branch 
Junction  to  Irvington,  with  headquarters  at 
Centralia,  vice  Mr.  Donald  L.  Carlyle,  as- 
signed to  other  duties. 

The  Humble  Puncher 

By  Helen  Lee  Brooks,  Stenographer  in  Superintendent's  Office,  Mattoon,  111. 

puncher"  is  the  ugly  duckling 
of  business  correspondence.  No 
one  enjoys  writing-  them  and  still  less 
does  one  enjoy  receiving  them.  It  is 
not  pleasant  to  be  reminded  of  a  debt 
one  owes  or  agreeable  to  have  one's 
attention  directed  to  an  obligation  not 
discharged.  This  is  why  "punchers" 
are  apt  to  be  greeted  with  expletives. 
They  are  the  "You  owe  mes"  of  busi- 
ness correspondence. 

The  despised  "puncher"  undoubtedly 
has  its  use,  but  at  present  it  occupies 
entirely  too  large  a  place  in  railroad 
correspondence  and  indicates  ineffi- 
ciency, indolence  or  lack  of  interest 
on  the  part  of  certain  employes.  A 
great  deal  has  been  said  of  late  about 
cutting  down  correspondence,  and  not 
a  little  has  been  accomplished  in  that 
direction.  As  one  of  our  officials 
jocularly  remarked,  "We  are  saving 
a  million  words  a  day."  But  there  is 
room — much  room — for  still  further 
improvement  and  the  most  effective 
method  of  reducing  correspondence  is 
to  answer  letters  promptly  when  it  is 
at  all  possible  to  do  so.  Every  one 
knows  that  "procrastination  is  the 
thief  of  time,"  and  the  longer  a  duty 
is  put-off  the  more  difficult  of  perform- 
ance it  is.  If  the  information  is  avail- 
able, why  not  reply  to  a  letter  the 
day  it  is  received  instead  of  waiting 
two  or  three  weeks?  If  a  report  is 
due  on  the  first  day  of  the  month,  why 
not  send  it  in  on  that  date,  and  not 
wait  until  the  tenth  or  fifteenth,  delay- 
ing business  in  other  offices,  entailing 
additional  work  on  other  people,  and, 

as  a  reward,  receive  a  curt  "puncher." 
If  the  negligence  of  one  correspondent 
affected  his  own  offi-ce  or  department 
only  the  result  would  not  be  so  ser- 
ious; but  such  is  not  the  case.  A  letter 
unanswered,  or  so  imperfectly  an- 
swered as  to  be  worthless,  the  omis- 
sion of  one  necessary  fact,  may  dis- 
arrange the  plans  of  half  a  dozen 
offices  and  inconvenience  a  score  of 
people.  Take,  for  instance,  the  ques- 
tion of  reporting  personal  injuries. 
The  instructions  are  explicit  and  so 
simple  a  child  can  understand  them, 
and  they  have  been  issued  and  reissued. 
Let  us  suppose  that  John  Smith,  em- 
ployed as  section  laborer,  through 
carelessness  of  himself,  or  some  one 
else,  (probably  the  latter),  steps  on  a 
nail  protruding  from  a  board.  The 
nail  penetrates  his  foot  and  Smith  is 
incapacitated  for  work  for  a  week. 
The  section  foreman  makes  a  report 
of  the  accident  to  his  supervisor,  but 
fails  to  say  whether  it  is  the  right  or 
left  foot  which  is  injured.  The  su- 
pervisor transmits  the  report  to  the 
road  master,  he  in  turn  to  the  division 
superintendent  and  the  division  super- 
intendent makes  report  to  the  claim 
department.  The  omission  is  not  de- 
tected until  the  report  reaches  the  last 
office  and  it  is  necessary  to  retrace 
the  entire  course  to  get  one  small  but 
essential  fact  which  should  have  been 
incorporated  in  the  original  report. 
Such  instances  occur  daily,  enorm- 
ously increasing  correspondence  and 
annoying  every  one  from  the  head  of 
the  claim  department  to  the  luckless 




section    foreman    who    overlooked    his 

As  stated  above,  the  "puncher"  has 
its  legitimate  place.  Often  letters  are 
received  which  cannot  be  answered 
until  information  not  immediately 
available  is  secured.  It  is  merely  a 
waste  of  time  to  attempt  to  reply  un- 
til the  necessary  facts  are  at  hand ; 
therefore,  the  correspondence  is  laid 
aside.  The  writer  of  the  original  let- 
ter, however,  is  perhaps  not  aware  of 
the  situation,  and  after  waiting  what 
he  considers  a  reasonable  time  for  a 
reply,  sends  a  tracer.  This  is  the 
only  strictly  legitimate  office  of  the 
"puncher."  Stress  of  work  or  unusual 
conditions  may  arise  to  delay  corre- 
spondence occasionally,  but  not  suf- 
ficient to  invite  an,'  avalance  of 
"punchers."  "Punchers,"  however, 
like  the  rains  from  heaven,  "fall  alike 
on  the  just  and  the  unjust."  A  well- 
conducted  office,  like  a  well-regulated 
household,  must  have  system,  and  as 
in  the  latter  there  is  a  time  known  as 
"spring  cleaning,"  when  the  male  in- 
habitants take  to  the  streets  and  the 
club,  so  in  the  former  there  is  a  period 
sacred  to  "punchers."  It  is  not  a 
pleasant  season  and  is  one  that  chief 
clerks  and  stenographers  would  gladly 
forego.  It  is  not  agreeable  to  the  re- 
cipient of  these  persistent  naggers, 
"Please  hurry  reply,"  "Give  imme- 
diate attention,"  "Answer  by  return 

mail,"  etc.,  etc.,  since  too  often  one 
must  admit  they  might  have  been 
avoided  by  not  putting  off  until  to- 
morrow what  can  be  done  today,  and 
done  better.  Correspondence  increases 
in  volume  the  longer  it  is  neglected 
and  is  far  more  difficult  to  handle  sat- 
isfactorily. The  circumstances  with 
which  it  is  connected  are  no  longer 
fresh  in  the  memory ;  pertinent  facts, 
easy  to  secure  at  the  time  the  incident 
occurred,  are  not  available ;  important 
records  have  been  lost,  and,  most  irri- 
tating of  all,  "punchers"  and  more 
"punchers"  have  crept  into  the  file. 

Useless  correspondence  is  an  evi- 
dence of  inefficiency,  a  waste  of 
energy,  a  lack  of  economy.  The  ca- 
pable correspondent  is  not  the  one 
who  writes  the  longest  and  most  let- 
ters, but  the  one  who  accomplishes  re- 
sults most  quickly  with  the  fewest  and 
shortest  letters.  Time  is  too  valuable 
an  asset  to  be  wasted. 

Good  results  are  usually  brought 
about  by  co-operation,  but  if  the  irri- 
tating "puncher"  is  ever  to  be  relegated 
to  the  background  where  it  belongs, 
it  must  be  done  by  individual  effort. 
The  mission  of  the  "puncher"  is  to 
remind  one  that  he  is  not  doing  all 
that  is  expected  of  him.  The  only  way 
to  eliminate  them  is  to  give  corre- 
spondence prompt  and  careful  atten- 

A  Costly  Evil 

By  G.  L.  Roberlson,  Train  Dispatcher,  Fulton,  Ky. 

The  pressing  demand  for  efficient  and 
rapid  transportation  is  upon  us.  Rail- 
roads are  taxed  with  business.  Power 
for  handling  is  exceedingly  costly,  and 
owing  to  unsettled  conditions  it  may  be 
said  the  price  is  almost  prohibitive.  Fur- 
ther, the  railroads  have  been  denied  an 
increase  in  freight  rates,  except  on  a 
few  commodities.  Our  company  has 
adopted  a  liberal  attitude  toward  its  em- 
ployes in  granting  increases,  in  the  face 
of  all  this.  Our  officers  are  devising  all 
methods  possible  to  handle  the  business 

safely  and  promptly,  and  need  the  co- 
operation of  every  man  connected  with 
the  company  to  meet  the  increasing  de- 
mands. The  smallest  clerk  who  may 
think  himself  isolated  from  the  trans- 
portation department,  thru  error  may 
cause  a  car  to  be  set  on  the  siding  for 
days,  waiting  for  disposition.  It  be- 
hooves all  of  us  to  realize  that  we  are 
a  part  of  the  organization  and  to  put 
forth  our  best  efforts.  I  shall  now  get 
to  my  theme.  I  consider  it  timely  to 
call  attention  to  one  of  the  lesser  evils, 



which  we  constantly  have  with  us ;  in 
name  it  sounds  trivial  and  meaningless, 
but  in  fact  it  is  a  real  mountain,  thus — 
the  Hot  Box  Evil. 

To  my  knowledge  good  runs  are 
spoiled  every  day,  not  to  speak  of  the 
cost  of  fuel  and  time  wasted,  by  a 
naughty  little  hot  box.  Transportation 
men  know  that  often  a  ten  minute  delay 
to  a  train  at  one  point  means  several 
hours'  delay  to  the  train  before  comple- 
tion of  trip.  It  is  my  belief  that  the 
Trainmen  and  Carmen  of  each  district 
will  welcome  this  move  and  support  it 
wholeheartedly;  the  plan  being  simply 
this — conductors  on  arrival  at  terminal 
make  a  report  to  the  Chief  Car  Inspect- 
or showing  number  and  initial  and  lo- 
cation in  train  of  hot  boxes  and  near  hot 
boxes.  Upon  receipt  of  this  informa- 
tion the  inspectors  give  special  attention 
to  such  cars. 

A  small  share  of  willingness  on  the 
part  of  each  man  finally  leads  to  a  per- 
fected organization  covering  the  system, 
which  means  the  elimination  of  the  hot 

box  evil.  Who  reaps  the  benefit  of  this 
little  corrected  evil?  The  shipper  has 
his  goods  expedited,  which  probably 
means  a  saving  to  the  consumer.  The 
train  crew  reaches  home  quicker,  with 
a  smooth  run  to  their  credit.  The  car 
inspector  is  pleased  by  a  report  from  the 
conductor  that  every  car  is  running  cool. 
The  yardmaster  can  get  his  trains  out 
on  time  and  reduce  extra  switching,  the 
switchman  thereby  profits,  and  at  last, 
to  whom  we  owe  our  very  best,  our  com- 
pany profits.  By  reducing  the  delays  to 
passenger  trains,  by  reducing  the  liabil- 
ity to  pull  out  draw  bars,  by  increasing 
car  miles,  by  reducing  liability  of  jour- 
nals breaking,  elimination  of  claims  due 
to  delayed  shipments,  reducing  extra 
stops,  lessening  the  chance  for  rough 
handling  of  freight*  and  many  other 
minor  defects,  which  in  time  eat  into 
the  profit  side  of  the  ledger,  and  at  last 
establishes  an  attractive  record  and  rep- 
utation for  the  railroad  for  prompt  de- 
livery of  all  shipments,  which  means  in- 
creased business  for  our  line. 

There  Is  No  Car^Shortage 

The  Situation  as'  Seen  by  a  Box  Car 
By  F.  B.  Wilkinson,  Agent,  Jackson,  Tenn. 

I  AM  neither  citizen  nor  soldier,  yet  with- 
out me  the  war  which  is  being  waged  by 
the  United  States  cannot  be  won  by  the 
allied  nations,  who  are  fighting  the  battle 
of  humanity  against  mediaeval  despotism. 

Battles  are  no  longer  won  by  man  power. 
The  flower  of  the  German  Army,  attacking 
in  mass  formation  by  tens  of  thousands, 
hurl  themselves  in  vain  upon  our  positions 
when  the  big  guns  pour  into  them  a  hail 
of  steel  and  high  explosives,  but  when 
our  cannon  lack  ammunition  our  soldiers 
must  die  by  thousands  in  repulsing  the 

Men  and  guns  must  be  fed  and  America 
has  responded  nobly  to  the  call  of  the 
President  by  increasing  the  acreage  of  food 
stuffs  and  by  conserving  the  resources  of 
farm  and  factory  and  store. 

But  of  what  use  is  flour  at  Minneapolis, 
shells  at  Rock  Island  or  supplies  at  Chi- 
cago to  the  soldier  in  France  who  must  "go 
over  the  top"  at  daylight  to  die  because 
the  artillery  has  lacked  the  ammunition 
necessary  to  destroy  enemy  trenches  and 
hold  enemy  reserves  with  a  curtain  of  fire? 

Who  is  this  soldier  who  must  die?  Is  he 
a  stranger?  A  foreigner?  No.  He  is  an 
American.  Your  boy,  who  has  been  sacri- 
ficed upon  the  battlefield  because  YOU 
are  a  slacker  in  whom  the  love  of  money 
outweighs  patriotism  and  love  of  kinsman! 

You  are  not  a  slacker?  You  love  your 
country?  You  would  risk  your  life  to  save 
that  of  an  American  soldier? 

Pray  then  for  wisdom,  for  in  your  igno- 
rance you  are  giving  aid  and  comfort  to 
his  enemies  and  your  own  and  cheating 
him  of  his  rightful  protection,  the  protec- 
tion of  the  big  guns,  by  delaying  the  am- 
munition for  those  guns  and  the  food  for 
this  soldier  who  is  laying  his  life  upon  the 
altar  of  his  country  that  you  may  still  be 

CARS!  We  must  have  cars  to  load  our 
shells.  We  must  have  cars  to  move  our 
army  rations.  We  must  have  cars  to  haul 
the  food  to  feed  the  multitudes  working 
day  and  night  in  our  munition  plants,  tex- 
tile mills,  laboratories,  and  factories. 

From  Maine  to  California;  from  Canada 
to  Mexico,  comes  the  cry.  Cars!  Cars! 



More  Cars!  And  the  worst  is  not  yet.  Soon 
the  draft  will  be  made  and  then  cars  will 
be  needed  to  haul  materials  for  shelters. 
Cars  to  haul  clothing  for  soldiers.  Cars 
to  haul  guns  and  ammunition  and  supplies 
to  them.  Ships  must  be  built  to  take  the 
place  of  those  sunk  by  the  submarine.  Ship- 
building materials  cannot  be  transported 
and  assembled  without  cars.  Where  are  the 

Where  are  the  cars  Mr.  Broker?  You 
whose  boy  is  in  training  at  Fort  Ogle- 
thorpe?  The  car  you  bill  to  Mounds  for 
reconsignment  is  delayed  because  you  were 
busy  and  neglected  to  issue  instructions 
promptly.  Is  this  fair  to  your  boy? 

Where  are  the  cars  Mr.  Railroadman? 
Your  son  is  with  the  Fleet.  You  placed 
a  large  car  for  loading  when  a  small  one 
was  ordered.  You  delayed  a  car  because 
vou  were  in  a  hurry  and  put  off  movin^ 
it  until  "tomorrow.'  What  does  your  son 
think  of  a  shirker? 

Where  are  the  cars  Mr.  Coalman?  You 
are  chairman  of  the  Defense  Committee 
Several  loads  reached  you  this  morning. 
It  will  cost  extra  money  to  emolov  addi- 
tional men  and  teams  to  unload  them 
today.  And  you  have  five  credits  due  you 
on  the  Average  Agreement.  Why  then 
should  you  hurry? 

Where  are  the  cars  Mr.  Manufacturer? 
You  wear  the  Flag  upon  your  coat.  You 
load  direct  from  your  ~->achine  to  the  car 
and  delay  the  car.  Yo'i  could  complete 
the  manufacture  of  the  shipment  and  then 
load  the  car  within  five  hours.  But  it  costs 
less  to  move  the  goods  direct  from  machine 
to  car,  for  it  saves  rehandling.  How  about 
the  loss  of  the  car? 

Where  are  the  cars  Mr.  Wholesaler?   You 

with  the  Liberty  Bond  button  on  your  coat? 
The  bill  of  lading  is  in  the  bank,  but  you 
figure  that  you  will  save  a  few  cents  interest 
it  you  wait  until  tomorrow  to  lift  it  and 
the  car  is  de-layed.  What  have  you  really 

Where  are  the  cars  Mr.  Businessman. 
You  wear  the  Red  Cross  emblem  conspicu- 
ously displayed.  You  will  be  forced  into 
bankruptcy  should  the  transportation  lines 
fail,  yet  you  order  a  minimum  instead  of  a 
maximum  load  and  a  car  loses  fifty  per 
cent  efficiency  in  its  journey  to  you.  Why 
the  minimum  if  it  was  not  intended  that 
you  use  it?  Was  that  minimum  not  fixed 
during  the  lean  years  when  business  was 
light  and  cars  plentiful  and  fixed  too  by 
YOUR  commissioners?  The  railroads 
should  raise  the  minimum  if  it  is  too  low? 
Can  they? 

We  do  not  need  more  cars,  but  we  need 
car  efficiency. 

Materials  and  skilled  workmen  are 
needed  now  to  build  ships,  contonments, 
prnis  and  aeroplanes  and  the  myriad  things 
necessary  in  war. 

They  cannot  be  spared  to  build  cars  for 
you  to  delay. 

Let  the  emblems  of  freedom  and  of 
mercy  upon  your  lapel  mean  something. 

In  this  mighty  struggle  for  world  free- 
dom each  must  do  his  part  and  should  your 
oath  of  duty  lie  among  the  cars  do  not 
mistreat  them. 

Hold  up  the  hands  of  President  Wilson 
and  our  great  Army  and  Navy  by  doing 
vour  full  duty  by  the  cars  which  must,, 
unhampered,  carry  their  burden  of  sup- 
plies to  man  and  beast  and  gun  if  this  war 
shall  be  won  by  America  and  her  Allies 
and  "The  world  made  safe  for  Democracy." 

A  Weighty  Subject 

By  B.  W.  Fredenburg,  Commercial  Agent 

A  FARMER  holds  his  100-pound  pig  and 
fattens  it  with  corn  until  it  weighs 
200  pounds  before  he  puts  it  on  the  market. 

Stand  near  the  railing  of  any  large  bank 
and  watch  the  little  man  with  a  wrinkled 
forehead  and  tortoise-rimmed  spectacles 
arguing  with  the  cashier  for  a  loan.  His 
manner  shows  that  he  has  a  system  (all  his 
own)  mapped  out  that  ought  to  convince 
even  a  cold-blooded  bank  cashier,  but  in- 
variably he  escapes  without  the  necessary 
funds.  Immediately  thereafter  a  200-pound- 
er  "blows"  through  the  swinging  gate  and 
without  taking  time  to  sit  down  mauls  the 
banker's  desk  with  a  brawny  fist.  He  gets 
the  money  or  the  cashier  follows  him  out 
through  the  lobby  with  a  sickening  apology 
for  not  being  able  to  produce  the  lucre 
and  waves  him  a  cordial  farewell. 

Weight    counts    in   a    bank.     They   weigh 

the  gold  and  silver  to  determine  their  value 
and  by  the  same  token  why  should  they 
not  intuitively  judge  their  patrons  by 

The  thrifty  housewife  cautions  the  butch- 
er "not  to  weigh  his  hands"  as  he  places 
the  pot-roast  on  the  scales,  and  holds  it 
there  while  the  indicator  edges  around  to  a 
figure  that  assures  him  a  profit.  She  can- 
not afford  to  pay  for  something  she  Would 
not  eat  even  if  she  could. 

The  railroads  quote  rates  at  so  much  per 
ton  or  per  hundred  pounds,  as  the  case 
may  be,  and  like  the  bank  weighs  the  goods 
to  determine  the  value  in  freight  charges. 

The  past  few  years  have  developed  new 
conditions.  The  cars  constructed  are  grow- 
ing bigger  while  the  loads  appear  to  be 
growing  smaller,  simply  because  the  space 
contracted  for  is  larger  than  the  customer 



thinks  he  needs  or  cares  to  take  the  trouble 
to  utilize. 

The  unusual  shortage  of  equipment  has 
brought  to  the  attention  of  the  railroad 
managers  that  valuable  space  is  being 
wasted,  or,  in  other  words,  being  hauled 
for  nothing.  If  every  car  placed  on  a  side- 
track or  loaded  at  a  freight  house  was 

stuffed  10  per  cent  over  capacity  instead  of 
under,  some  expert  might  be  able  to  figure 
that  before  long  there  would  be  a  shortage 
of  freight  instead  of  equipment. 

Weight  and  car  capacity  have  become 
paramount  issues  and  the  railroads  like  the 
banker  and  thrifty  housewife,  watch  the 
scales  with  eagle  eyes. 

Address  of  S.  H.  Parks,  Section  Foreman  Tennessee 
Division,  at  Maintenance  of  Way  Meeting, 

Fulton,  Ky. 

Gentlemen,  we  are  all  speaking  of  "hard  Estimated   number  of  bushels — 300 

times."      I    found    January,    February    and  at  $2.00  600.00 

March  were  my  hardest  months.     My  actual 

expenses  for  those   months  were  $38.00   to  Total  Cleared  $      544.70 

$40.00  per  month.     One  bad  day  in  Febru-  6*/2  Acres  Corn 

ary    I    went  home   "blue."     My  wife   asked       Breaking  land  and  planting $      22.75 

me  what  was  the  matter.     I  told  her  to  get       Cultivating   corn   8.75 

pencil  and  paper  and  we  would  take  inven-      Miscellaneous   14.95 

tory.     I  had  already  talked  to  Mr.  Crocker  r 

in    regard   to   getting  some   "right-of-way."  Total    expense    $      46.45 

From   that  night   we   decided  to  make  our  Estimated   number  of  bushels — 260 

own    living    be    self-supporting,    instead    of  at  $1.00  260.00 

bringing  our  living  to  our  home  in  "paper 

sacks,"  and  eat  our  own   stuff.  Total  cleared  $    213.55 

.  I  started  preparing  land  in  February  for  2  Acres  Sweet  Potatoes 

corn,  potatoes,  beans,  etc.     From  that  time  Breaking    land    for    setting    potato 

to  this  I  have  intended  solving -the  problem  slips   2.75 

"High  Cost  of  Living"  on  our  part.     If  we       Sweet  potato   slips 3.00 

all  get  land,  work  like   we  should,  we  can       Setting  out  potato  slips 3.12 

be    self-supporting,    can    buy    our    property, 

own  our  own  homes,  if  we  wish  to.     I  tell  Total    expense    $        8.87 

you,    gentlemen,   if   all   of   us   railroad   men  Estimated  number  of  bushels — 100 

don't    work    together,    raise    foodstuff    and          at  $1.00  100.00 

do    our    part    during    this    period    all    will 

starve    and    the    railroad    company    will    be  Total   cleared  $        91.13 

bankrupt.  3^  Acres  Peas 

I  have  also  heard  a  lot  of  talks  in  Obion       Seed,   planting,   etc $        4.25 

County    about    "food,"    "food    raising,"    etc.  Estimated   number  of  bushels — 200 

Sometimes  I  think  we  haven't  taken  advan-          at  $1.00  200.GO 

tage  of  our  opportunities  as  we  should  have. 

We  should  all  raise  more,  and  if  we  raise  Total  cleared  $    195.75 

more  than  we  need  we  cten  sell  to  our  sec-  */$  Acres   Navy  Beans 

tion    laborers    cheaper    than    they    can    buy       Breaking    land    $        1.50 

from  a  grocery.    I  believe  in  living  square — •       Planting   .87 

"Living  and   Let   Live."  Seed  .* .50 

When    I    bought   my  potatoes   they  were 

very  high,  paying  $4.00  to  $4.50  per  bushel.  Total  expense $      2.87 

In  raising  my  crop  I  haven't  laid  down  on  Estimated    numbr    of    bushels — 5(5) 

my  work,      when   I  come  off  my  .section   I  $8.00 40.00 

go   to   work. 

These    figures    I    am    giving  you    on    ex-  Total   cleared   $      37.13 

penses  are  accurate,  and  the  figures  on  the       Estimated  grand  net  profit $1,082.26 

proceeds  are  estimated,  as  I  have  had  some  This  fall  I  am  going  to  purchase  a  team, 

farmers  to  help  me  figure.  hire   me    a   man    to    work    it   and    stop    the 

V/2.  Acres  Irish  Potatoes  "High    Cost    of    Living"    on    my    part    and 

Breaking    land    $        6.50  help   on   the  part  of  my  men.     As   I   have 

Seed  potatoes  31.25  said  my  expenses  were  $38.00  to  $40.00  per 

PJanting  potatoes   4.90  month,     I     have    reduced     them     to     $12.50. 

Cultivation  of  potatoes 10.25  after  two  months,  will  reduce  it  $4.00  more 

Arsenate  of  lead 2.40  per  month. 

Gentlemen,   this   is   a   serious   proposition 

Total  expense  $        55.30  we  have  before  us,  the  question  of  "food" 



and  war.  I  have  given  my  son  to  the  U. 
S.  and  I  think  I  am  due  to  give  everything 
above  living  expenses;  I  have  also  bought 
a  "Liberty  Bond,"  and  have  given  $50.04  to 
the  "Red  Cross." 

Gentlemen,  I  also  have  150  hills  of  pump- 
kins that  are  growing  nicely,  in  addition 
to  my  other  stuff.  Most  of  the  time  when 
we  plant  in  Spring  that  is  usually  the  last 
time.  We  would  not  only  plant  once,  but 
plant  so  that  we  will  have  stuff  when  it 
frosts,  and  then  be  able  to  lay  away 
enough  supply  for  the  winter  months. 

My  truck  patch  in  addition  to  my  right- 
of-way  grows  about  300  head  of  collards. 

When  a  boy,  my  father  used  to  make  us 

dig  a  ditch  along  fences,  bury  collards,  hill 
up  turnips,  etc.,  for  winter  use. 

We  should  all  get  busy  and  quit  hanging 
around  the  Roadmaster  and  wanting  more 
wages,  but  get  some  right-of-way,  and 
work  it.  As  I  have  talked  to  the  Road- 
master  several  months  ago,  I  want  to  say 
again  that  we  have  the  best  jobs  we  have 
ever  had. 

We  should  all  get  together,  work,  help, 
live  for  one  another,  and  then  when  old 
age  takes,  us  out  of  the  service,  we  can 
walk  up  to  the  "General  Manager"  under 
the  head  of  the  Department,  and  find  in- 
scribed "Well  done,  good  and  faithful  ser- 

Safety,  Economy  and  Efficiency 

By  J.  S.  Eubanks,  Engine  Foreman,  East  St.  Louis,  111. 

THE  switching  and  classification  of 
freight  at  large  terminals,  and  the  dis- 
posing of  same  requires  very  much  consid- 
eration and  study.  There  are  three  things 
that  enter  into  this  work  that  are  probably 
of  as  much  consideration  as  the  work  itself. 
First,  safety.  The  second,  economy,  and, 
third,  efficiency.  All  cars  should  be  handled 
to  the  safety  of  all  men  concerned,  and  also 
with  a  view  to  the  safety  of  contents  of 
car.  A  great  many  commodities  are  broken 
in  switching  by  injudicious  handling  or 
rough  usage.  Therefore,  to  the  safety  of 
all,  great  care  should  be  taken  in  switch- 
ing of  merchandise  or  house  cars. 

Second,  economy  is  the  next  thing  that 
should  enter  into  handling  and  classifying  all 
freight.  Where  one  engine  is  switching  and 
classifying  freight  for  transfer  from  one  yard 
to  another,  care  should  be  taken  that  these 
cars  should  be  in  line  or  all  freight  going 
to  the  same  place,  whether  it  be  inbound 
house  or  outbound  house,  team  track  or 
transfer,  should  be  placed  in  bunches  so 
that  when  the  next  engine  takes  hold  of 
these  cars,  he  would  not  have  to  spend  the 
time  to  reswitch  same.  If  the  second  en- 
gine has  to  switch  the  same  cut  of  cars, 
then  the  company  must  pay  two  crews  to 
switch  the  same  cut  of  cars,  or  in  other 
words,  it  is  costing  double  the  amount,  or 
nearly  so,  to  get  cars  to  destination.  If 
cars  were  turned  over  in  line,  the  next  en- 
gine would  simply  have  to  place  cars  with- 
out the  second  switching,  which  would  not 
only  be  a  saving  from  the  standpoint  of 
time,  but  also  a  saving  to  breakage  both  of 
cars  and  contents,  and  the  engine  to  which 
said  cars  are  delivered  would  have  more 
time  on  its  own  classification  of  cars  leav- 
ing its  district  for  other  yards.  Also  great 

care  should  be  taken  that  all  cars  moving 
from  one  district  to  another  in  the  same 
yards  that  none  should  be  taken  but  the 
cars  that  belong  in  that  district.  The  prac- 
tice of  letting  a  car  go  to  save  time  for 
one  engine  in  many  cases  not  only  costs 
the  same  amount  of  time  from  two  and 
sometimes  three  crews  to  get  car  back  in 
line  for  movement,  and  in  many  cases  the 
company  pays  two  or  three  crews  for 
switching  the  same  car.  when  one  switch- 
ing should  be  enough  if  the  car  is  handled 
correctly  the  first  time. 

The  third  is  efficiency.  Now,  this  takes  in 
all  who  are  engaged  in  the  handling  of 
freight.  We  understand  that  the  railroad 
employes  are  like  a  large  machine,  each 
department  being  a  part  of  this  great  ma- 
chine that  handles  the  commerce  of  the 
country,  and  if  one  part  becomes  ineffi- 
cient, then  "its  fall  down  or  failure  is  in- 
stantly felt  by  the  next  department,  and  in 
manv  cases  causes  delay  to  commodities 
handled  and  wastes  time  for  engine  and 
crew  handling  same.  Therefore,  to  gain 
the  highest  point  of  efficiency,  all  must 
study  closely  existing  situations  and  we 
must  have  pure  organization  and  team 
work,  each  deoartment  working  into  close 
coniunct'on  with  the  next  and  so  on,'  until 
all  freight  will  be  handled  with  the  smallest 
amount  of  personal  injuries,  the  smallest 
amount  of  damage  to  shipments  and  the 
smallest  amount  of  time.  If  this  is  prac- 
ticed closely,  we  will  have  good  results 
and  in  a  short  time  would  show  a  vast  im- 
provement, and  in  time,  by  paying  close 
attention  to  these-  things,  we  might  hope 
to  reach  the  highest  point  of  safety,  econ- 
omy and  efficiency. 

Live    Stock    Pavilion,    State    Fair   Grounds. — Derby    Day    at    Churchill    Downs. 

Louisville,   Ky. 

A  Letter  from  a  Former  Employe 

Chicago,  111.,  Aug.  18,  1917. 
Editor  of  the   Illinois   Central  Magazine. 

Dear  Sir: — After  having  spent  several  years  with  the  Illinois  Central  Railroa  1 
Co.,  as  General  Foreman  of  the  Electrical  Department,  and  becoming  acquainted 
with  fellow  employes  located  at  practically  all  points  on  the  system  of  any  size  and 
not  having  time  or  opportunity  to  bid  each  and  every  one  a  personal  farewell,  I  wish 
to  take  this  as  a  means  of  reaching  all  to  announce  that  I  have  severed  my  con- 
nections with  the  company  to  accept  another  position  which  will  be  in  line  of  promo- 
tion for  me. 

I  wish  to  state  furthermore,  that  the  treatment  that  has  been  accorded  me  while 
with  this  company  has  been  all  that  any  person,  with  their  right  mind,  could  expect, 
and  at  this  time  to  thank  each  and  every  one  of  my  many  friends  on  the  system 
for  the  many  favors  that  have  been  extended  to  me  at  different  times  and  will 
frankly  state  that  I  have  no  personal  grievance  or  enemity,  that  I  know  of,  towards 
any  other  person  or  the  company  which  could  not  be  forgiven,  "The  other  person 
being  willing." 

From  personal  observation  and  coming  in  contact  with  the  many  employes  of 
the  company,  I  have  noted  that  the  one  broad  policy  of  fair  play  and  courteous 
treatment  of  fellow  employes  and  the  public  is  embedded  in  the  minds  of  such  a 
large  proportion  of  them  that  when  one  meets  and  learns  to  know  one  with  other 
views,  or  otherwise  speaking,  one  with  a  mask,  they  are  and  should  be  treated  as 

Wishing  the  company  and  all  employes  a  success, 

Yours  very  truly, 

General  Foreman  of  Electrical  Department. 


Complimentary  to  Mr.  Frank  T.  Mooney, 


Frank  Mooney  leaves  a  post  of  high 
responsibility  and  promise  to  become  su- 
perintendent of  the  Orleans  police.  His 
present  salary  is  probably  not  much  dif- 
ferent from  that  of  the  police  superin- 
tendency.  Mere  continued  industry  and 
good  behavior  on  his  part  would,  in  the 
natural  order  of  things,  have  retired  him 
from  the  Illinois  Central  service  on  a 
liberal  pension — if  suddenly  incapacita- 
ted, or  when  reaching  the  age  limit. 

It  would  not  surprise  us  if  some  won- 
der, therefore,  why  Mooney  should  make 
this  exchange  of  places  at  this  stage  of 
his  career.  Without  information  from 
himself  on  this  point,  we  should  answer 
the  question  by  saying  that  he  is  the  kind 
of  fellow  that  likes  this  kind  of  job.  He 
looked  at  the  police  headship  with  ^earn- 
ing eyes  years  ago,  when  the  late  Chief 
O'Connor  was  given  the  place.  Unless 
our  recollection  deceives  us  he  was  also 
an  active  candidate  for  it  when  it  went  to 
"Jim"  Reynolds.  In  addition  to  being 
the  type  of  fellow  who  likes  this  sort  of 
work,  Mooney  is  also  of  a  type  that 
often  makes  conspicuously  good  at  such 

He  is  known  to  us  personally  and  by 
repute  as  a  man  of  good  personal  hab- 
its, clean  family  life,  and  good  average 
decent  outlook  on  living — the  sort  of 
man  we  indicated  a  few  days  ago  that 
the  head  of  a  police  force  ought  to  be  to 
command  respect  from  his  men  and  the 
public,  and  to  appreciate  his  duties  to 

Mooney's  railroad  training  has  given 
him  the  management  of  men  in  large 
numbers.  He  has  worked  his  way  from 
the  bottom  well  toward  the  top,  and  es- 
tablished a  reputation  for  being  a  good 
disciplinarian  and  a  man  of  resource, 
courage,  and  stable  temperament. 

We  think  New  Orleans  will  be  very 
favorably  predisposed,  for  the  most  part, 
to  regard  Mr.  Mooney's  appointment 

with  favor  and  to  await  in  the  friendli- 
est spirit  his  development  of  the  oppor- 
tunities of  his  new  position. — The  New 
Orleans  Item,  New  Orleans,  La.,  August 
8, 1917. 


The  Mayor  and  Council  are  to  be  con- 
gratulated on  their  selection  of  Mr. 
Frank  T.  Mooney  as  successor  of  the 
late  Mr.  Reynolds  as  superintendent  of 
the  police  department.  They  are  for- 
tunate in  being  able  to  draft  from  a  great 
corporation  an  official  who  has  made  a 
record  of  100  per  cent  efficiency  in  a  po- 
sition of  large  responsibility  and  calling 
for  the  handling  of  a  large  body  of  men. 
It  is  but  stating  a  fact  to  say  that  the 
public,  in  the  light  of  what  occurred  last 
week,  looked  to  the  council  to  pick  for 
the  vacancy  a  strong  organizer  and  dis- 
ciplinarian, a  man  more  or  less  familiar 
with  local  police  conditions,  and  of 
proved  courage,  having  the  respect  and 
confidence  of  the  best  elements  of  the 
city.  In  the  present  condition  of  the  de- 
partment the  choice  of  a  weak  head,  of 
negative  ability  and  meager  experience, 
could  only  have  led  to  further  demorali- 
zation and  grave  consequences. 

Mr.  Mooney,  we  believe,  meets  the 
demands  of  the  hour.  He  is  a  self-made 
man  who  has  risen  to  high  station  in  a 
private  corporation  without  political  or 
other  pull.  He  started  as  a  flag-boy  with 
the  Illinois  Central  and  came  up  through 
all  grades,  including  that  of  road  detec- 
tive, to  superintendent  of  terminals,  his 
present  position,  by  diligent  effort  and 
demonstrated  ability— and  by  always 
staying  on  the  job.  The  highest  compli- 
ment that  can  be  paid  him  is  to  say  that, 
despite  the  strictness  of  his  discipline 
and  his  intolerance  of  drones  and  incom- 
petents, all  the  men  who  have  ever 
worked  under  him  swear  by  him. 

Mr.  Mooney  will  bring  to  his  new  of- 




fice  not  only  a  great  deal  of  enthusiasm, 
but  an  ambition  to  make  the  department 
a  strong,  effective  and  well-drilled  body 
of  men  and  a  credit  to  the  community. 
He  is  entitled  to  and  will  have  such  lati- 
tude, we  are  confident,  as  will  enable  him 
to  achieve  this  end. 

If  he  fails,  if  he  does  not  soon  restore 
the  morale  of  the  force,  weeding  out  the 
inefficient  men  in  the  service,  and  if  he 
does  not  speedily  win  for  the  depart- 
ment the  confidence  of  the  community, 
it  will  be  a  failure  wholly  incompatible 
with  the  record  he  has  made  with  an  ex- 
acting private  corporation. — The  New 
Orleans  Daily  States,  New  Orleans,  La., 
August  8,  1917. 


Mr.  Frank  T.  Mooney,  elected  police 
superintendent  by  unanimous  vote  of  the 
Commission  Council  last  Tuesday  night, 
comes  to  the  place  from  an  executive 
position  with  one  of  the  great  railway 
systems  and  after  more  than  thirty  years' 
service  with  that  corporation.  The  rec- 
ord of  his  successive  promotions  in  that 
employ,  and  his  experience  as  superin- 
tendent of  terminals,  an  office  requiring 
executive  ability  and  efficient  leadership 
of  men,  speak  strongly  in  his  favor.  His 
long  residence  in  New  Orleans  and  inti- 
mate acquaintance  with  local  conditions 
should  help  him  in  his  new  duties.  The 
fact  that  his  associates  in  railway  service 
and  his  friends  in  the  business  com- 
munity speak  well  of  his  character  and 
capacity  is  likewise  a  favorable  augury: 
And  the  fact  that  he  has  had  no  direct 
or  official  connection  with  the  police  de- 
partment may,  in  our  judgment,  be  set 
down  as  a  point  in  his  favor. 

But  Mr.  Mooney.  as  police  superinten- 

dent, is  an  unknown  quantity.  His 
achievements  as  railway  employe  and  of- 
ficer do  not  guarantee  his  success  as 
commander  of  the  New  Orleans  police. 
As  police  superintendent  he  will  be 
judged — not  by  his  record,  however  cred- 
itable, in  other  capacities — but  by  the 
record  he  has  yet  to'  make.  His  oppor- 
tunity is  as  broad  as  his  responsibilities. 
He  takes  .command  of  the  police  depart- 
ment at  a  time  when  faithful,  courage- 
ous, unswerving  performance  of  duty 
will  count  more  heavily  and  directly, 
perhaps,  than  it  has  ever  counted  before. 
A  new  policy  of  law  enforcement  is  in 
the  making.  The  law-abiding  and  law- 
defying  elements  of  the  community  are 
both  watchfully  awaiting  the  outcome  in 
definite  results.  The  police  department 
is,  by  way  of  speaking,  up  against  an 
"acid  test."  The  outcome  of  that  test  is 
in  turn  squarely  up  to  the  new  police  su- 
perintendent. He  may  round  out  his 
career  by  rendering  conspicuously  fine 
service  and  achieving  a  national  reputa- 
tion* as  police  commander,  or  he  may 
mar  his  fine  record  as  railway  executive 
by  throwing  away  his  new  opportunity 
for  constructive  public  service. 

In  organizing  his  force,  we  trust  that 
Mr.  Mooney  will  be  given  a  reasonably 
free  hand,  so  long  at  least  as  his  methods 
and  measures  produce  results  in  the  way 
of  greater  efficiency  and  better  law  en- 
forcement. The  department  can  stand  a 
good  deal  of  improvement,  as  we  believe 
its  most  ardent  admirers  will  admit.  And 
that  improvement  should  not  be  thwart- 
ed by  interference  from  outside,  political 
or  otherwise.  This  newspaper  snares  in 
the  general  hope  that  the  new  police 
superintendent  will  "make  good"  in  the 
largest  sense  of  that  term. — The  Times- 
Picayune,  New  Orleans,  La.,  August  9, 


or  the 
Democratization  of  Knowledge 

A  Plan  for  the  Direct  Interchange  of  Useful  Information 

By  Eugene  F.  McPike,  Manager,  Perishable  Freight  Service, 
Illinois  Central   Railroad,  Chicago 

A  T  a  time  when  nearly  every  one  is 
thinking  of  the  war,  it  is  difficult  to 
secure  serious  consideration  of  any  new 
project,  however  meritorious  it  may  be, 
unless  it  gives  promise  of  direct  assist- 
ance in  the  furtherance  of  America's 
purpose  to  make  the  world  safe  for 
democracy.  Yet  second  only  to  the  pure- 
ly military  and  political  aspects  of  the 
general  situation  existing,  we  must  give 
high  place  to  the  humanitarian  efforts  in- 
volved, because  upon  them  will  rest  the 
permanency  of  the  ultimate  results  at- 
tained for  the  common  welfare. 

Permeating  all  these  things  and  of  su- 
preme importance  is  the  democratization 
of  knowledge,  both  theoretical  and  prac- 
tical. A  philosopher  would  say  that  the 
road  to  happiness  is  much  safer  and 
surer  by  the  way  of  knowledge  than  by 
the  way  of  anything  else,  even  including 
wealth  and  power.  Popular  government 
is  successful  only  in  direct  proportion  to 
the  diffusion  of  useful  knowledge,  the 
proper  function  of  which  is  to  act  as  a 
kind  of  mental  currency  or  medium  of 
exchange  between  people  in  their  rela- 
tions with  each  other.  In  order,  how- 
ever, to  facilitate  interchange  of  useful 
information,  there  is  need  of  a  clearing 
house  which  might  take  the  form  of  a 
society  for  the  advancement  of  knowl- 
edge or  an  education  extension  soci- 
ety having  reasonable  facilities  for  the 
registration  of  the  names  and  addresses 
of  its  members  throughout  the  United 
States  and  Canada,  and  eventually  the 
entire  English  speaking  world,  with  a 
clear  indication  of  the  subjects  of  direct 
interest  to  them  respectively.  In  this 
way  isolated  students,  regardless  of  their 
place  of  residence,  would  be  afforded 

the  needed  opportunity  for  getting  into 
direct  intercommunication  by  corre- 
spondence with  others  interested  in  the 
same  study,  subject  of  inquiry  or  inves- 
tigation, without  involving  any  sacrifice 
of  time  or  money  and  without  interfering 
with  their  regular  occupations.  The  in- 
auguration of  such  a  plan  ought  to  be 
of  particular  service  to  large  numbers  of 
young  men  and  women  on  the  farms  or 
in  the  smaller  towns,  who  are  ambitious 
to  fit  themselves  for  new  and  larger 
spheres  of  work.  If,  under  normal  con- 
ditions, they  could  thus  be  encouraged  to 
remain  at  home  a  little  longer  before  go- 
ing into  the  crowded  cities,  this  might 
be  of  incalculable  benefit  to  the  agricul- 
tural and  rural  interests  of  America  as 
a  whole.  Were  such  results  to  be  ac- 
complished on  any  large  scale,  it  would 
probably  help  not  a  little  toward  the  solu- 
tion of  several  important  problems,  in- 
cluding the  maximum  development  of  the 
natural  resources  of  the  country. 

The  successful  evolution  of  the  pro- 
posed organization  to  promote  direct  in- 
tercommunication could  best  be  insured 
by  a  suitable  endowment  or  guarantee 
fund.  Here  is  an  opportunity  for  a  new 
philanthropic  effort.  In  the  meantime  its 
practicability  could  be  demonstrated  on 
a  self-supporting  basis.  Its  work  for  the 
most  part  would  be  automatically  taken 
care  of  by  and  between  the  individual 
members  themselves.  It  would  be  neces- 
sary for  the  society  to  maintain  a  general 
index  of  the  names  and  addresses  of  its 
members  with  the  subjects  of  interest  to 
them.  Such  subjects  might  in  the  aggre- 
gate cover,  at  least  potentially,  the  entire 
range  of  human  knowledge  without  in- 
volving any  monumental  task,  because  in 




the  very  nature  of  the  scheme  the  work 
would  be  limited  by  the  actual  wishes  of 
participants  from  time  to  time  and  would 
be  divided  by  and  between  the  different 
members  as  they  might  mutually  desire 
in  connection  with  their  direct  inter- 
change of  useful  information.  Every- 
body possesses  some  useful  knowledge 
and  to  the  extent  that  each  would  place 
that  which  he  has  at  the  service  of  oth- 
ers, to  just  that  extent  the  cause  of  uni- 
versal education  would  be  advanced. 
There  is  always  room  at  the  top.  The 
imparting  of  knowledge  is  like  bread  cast 
upon  the  waters  which  surely  doth  re- 
turn, because,  generally  speaking,  the  dis- 
semination of  knowledge  insures  a  gen- 
erous harvest  in  which  both  giver  and 
receiver  may  jointly  profit. 

Nature  has  no  place  for  inertia  either 
in  the  physical  or  mental  world.  Alex- 
ander Pope  has  told  us  that  "Strength 
of  mind  is  exercise,  not  rest."  It  be- 
hooves everyone,  therefore,  to  bestir  him- 
self or  herself,  with  energy,  to  seek,  to 
secure,  and  to  impart  such  useful  infor- 
mation as  may  be  of  the  most  practical 
value.  Emerson,  in  his  essay  on  "Educa- 
tion," said  that  the  most  useful  knowl- 
edge is  that  knowledge  which  is  of  most 
use.  He  pronounced  in  favor  of  the 
study  of  general  science,  but  in  this  mod- 
ern, work-a-day  world,  our  attention  is 
directed  chiefly  to  technology  in  its  many 
forms,  old  or  new  and  ever  changing.  In 
addition,  there  are  many  other  branches 
of  useful  knowledge,  some  of  which  will 
appeal  to  some  persons  and  some  to  oth- 
ers, according  to  their  respective  train- 
ing, qualifications  or  inclinations. 

The  purely  humanitarian  advantages, 
including  the  educational  and  social  ben- 
efits which  ought  to  be  secured  through 
such  an  organization,  are  obvious.  Man 
is  indeed  a  social,  if  not  always  a  soci- 
able creature  to  whom  ordinarily  any 
protracted  isolation  is  disagreeable  or 
hurtful.  He  cannot  long  endure  separa- 
tion from  his  fellows.  This  quality  is  at 
the  foundation  of  human  society  as  a 
whole  and  of  its  product  which  we  call 
civilization.  The  farmer  and  his  family 
or  even  the  lighthouse-keeper  on  a  lone 
rock  at  sea  is  not  more  isolated  than  the 

stranger  in  a  crowded  city  who  has  not 
yet  found  any  congenial  environment. 
Isolation  may  quite  as  easily  be  mental 
as  physical  and,  indeed,  it  is  often  more 
necessary  to  overcome  the  former  than 
the  latter.  The  world  is  full  of  people 
of  earnest  purpose  who  have  interests  in 
common  with  each  other,  but  who  lack 
any  practical  means  of  intercommunica- 
tion. To  many  such,  life  would  quickly 
take  on  a  new  pleasure  and  yield  a  new 
profit  were  they  to  find  available  a  gen- 
eral clearing  house  wherein  they  could 
register  their  names  and  addresses  with 
suitable  references  as  well  as  the  sub- 
jects of  special  interest  to  them.  The 
students  of  a  foreign  language  or  of  any 
other  topic  might  thus  exchange  letters 
pertaining  to  their  chosen  study.  The  in- 
clusion of  professional  experts  or  spe- 
cialists within  the  scope  of  such  an  or- 
ganization would  be  entitled  to  serious 
consideration,  for  this  would  open  other 
fields  of  enormous  possibilities. 

Individual  members  desiring  to  have 
special  researches  or  special  investiga- 
tions undertaken  for  their  personal  use 
could  make  arrangements  through  the 
general  office  of  the  society  for-  such 
work  to  be  assigned  to  and  performed 
by  a  competent  specialist  for  reasonable 
compensation,  mutually  satisfactory. 
These  latter  features  of  the  program 
could  be  kept  entirely  distinct  from  the 
strictly  educational  or  social  activities  of 
the  society. 

The  interchange  of  useful  information 
by  direct  intercommunication  is  just  as 
worthy  of  definite  organization  and 
maintenance  as  the  diffusion  of  knowl- 
edge from  a  common  center.  The  mem- 
bership in  the  proposed  society  could  be 
properly  restricted  and  all  applicants  re- 
quired to  furnish  suitable  references. 
The  membership  fee,  which  ought  to  in- 
clude some  official  organ  published  at 
stated  intervals,  need  not  exceed  $3.00 
per  year,  upon  payment  of  which  the  in- 
dividual members  would  be  entitled  to 
receive  also  the  names  and  addresses  of 
a  reasonable  number  of  other  members. 
These  details  of  operation  could  be  prop- 
erly predetermined  by  suitable  by-laws. 

Even  the  barrier  of  different  mother- 



tongues    might   eventually    be   overcome  382. 

by    the    use    of    an    auxiliary    language  385. 

founded  upon  the  correct  scientific  prm-  390. 

ciple    of    maximum    internationality     as  398. 

governed  by  regularity  and  facility.  Prof.  400. 

Otto  Jespersen,  the  eminent  philologist  in  408.9 

the  University  of  Copenhagen,  has  said  420. 

"That    international     language    is     best  427. 

which  is  the  easiest  for  the  greatest  num-  430. 

ber  of  people."      ("Ta  internaciona  lin-  440. 

guo   esas   la   maxim   bona   quo   esas   la  450. 

maxim     facila     por     la     maxim     multa  460. 

homi.")     Lord  Northcliffe  has  recently  470. 

thrown  open  the  columns  of  'The  Daily  480. 

Mail'    (London)    to  the  propaganda  of  495. 

the  international  language  "Ido"    (pro-  500. 

nounced,  ee-doh).    Private  advices  from  520. 

London,    Paris,    Copenhagen   and   other  540. 

European   centers    indicate  that   among  549. 

the  first  of  the  social  questions  to  be  de-  550. 

termined  after  the  war  will  be  the  offi-  .551. 

cial  adoption  of  an  auxiliary  language.  555.04 

All  the  subjects  of  interest  to  the  mem-  571. 

bers  of  the  society  could  be  arranged  and  572. 

classified   into  orderly  groups   in  accor-  578. 

dance  with  the  Dewey  decimal  system  and  580. 

thus  greatly  simplify  all  the  work  under-  581.6 

taken.      The   tentative    list    of    subjects  590. 

given  below  will  serve  to  show  the  pos-  595. 

sibilities  of  the  plan  under  consideration  :  598. 

000.  GENERAL  WORKS.  600. 

001.  General  Research  and  Intercom-  608. 

munication.  614. 

010.         Bibliography.  614.3 

100.         PHILOSOPHY.  614.8 

150.         Psychology.  629.1 

172.4       War  and  Peace.  629.17 

177.7       Philanthropic  effort  in  general.  630. 

178.         Temperance  and  Prohibition,  630.7 

179.2  Children,  prevention  of   cruelty 

to.  631. 

179.3  Animals,   prevention   of   cruelty  632. 

to.  633. 

300.         SOCIOLOGY.  634. 

324.3       Suffrage.  634.9 

326.         Negroes.  635. 

331.3       Child  labor.  636. 

332.         Banking.  636.5 

340.        Law.  637. 

361.         Red  Cross  638. 

364.         Prisons.  639. 

368.         Insurance.  640. 

374.         Self  education.  649. 

380.         Commerce;  Communication.  653. 

Foreign  trade. 
Railroad  and  express. 
Customs    (manners). 
Folklore  and  Proverbs. 
PHILOLOGY   (Language?). 
International  language. 
English  dialects. 

Eastern  Asiatic  languages. 
Caves  (geology). 

Caves  (natural  dwellings). 

USEFUL  ARTS  (Technology). 
Public  health. 
Pure  foods. 

Study  and  teaching  of  agricul- 

Soil,  Fertilizers  and  Drainage. 
Pests,  Hindrances. 
Grains,  Grasses,  Fibers. 
Fruits,  Orchards,  Vineyards. 
Kitchen  garden. 
Domestic  animals. 

Domestic  arts. 



656.         Transportation :  Railroading. 

659.         Advertising. 

700.         FINE  ARTS. 

710.         Gardening  (landscape). 

710.         Town   (city)   planning. 

716.         Gardening   (flower). 

720.         Architecture. 

770.         Photography. 

780.         Music. 

794.         Chess. 

796.  Outdoor  sports. 

797.  Boating. 

800.        LITERATURE. 

808.         Quotations. 

900.        HISTORY. 

910.         Geography  and  travels. 

913.         Archaeology. 

913.32     Egyptology. 

920.         Biography. 

A  suitable  name  for  the  society  would, 
have  to  be  selected  with  due  regard  to  its 
scope  and  purposes.  Among  the  names 
which  have  been  suggested  for  possible 
adoption  are  the  following : 

Society  for  the  Advancement  of 

University   Extension    Society. 

Education  Extension  Society. 

Plans  of  the  general  character  out- 
lined above  are  being  considered  by  a 
Chicago  publisher  whose  organization 
and  facilities  would  enable  him  to  take 
over  the  whole  matter  and  to  proceed  in 
the  proper  manner.  He  may  perhaps 
decide  to  establish  a  limited  number  of 
associate  memberships  without  payment 
for  the  first  year  in  order  to  put  the  so- 
ciety on  a  practical  working  basis  with 
the  least  loss  of  time.  It  is  anticipated 
that  a  considerable  number  of  members 
will  desire  to  enter  into  general  inter- 
correspondence  with  other  members 
without  restriction  as  to  specific  subjects. 

The  proposition  herein  described  is  the 
outgrowth  of  some  previous  suggestions 
by  the  writer  in  an  article  on  "Research 
and  Intercommunication"  which  was 
published  in  The  Did  (Chicago)  for  July 
16,  1912,  also  in  another  paper  on  an 
"International  Society  for  Intercommu- 
nication" which  was  published  in  Public 
Libraries  (Chicago)  for  April,  1916. 

It  may  be  pointed  out  that  the  pro- 
posed society  would  serve  also  as  a  very 
useful  medium  for  the  promulgation  of 
authentic  data  pertaining  to  various  im- 
portant problems  of  national  scope  con- 
cerning which  the  general  public  may 
not  be  fully  informed.  Such  data  might 
be  published  in  the  official  organ  of  the 
society  or  perhaps  enclosed  therewith  in 
the  form  of  separate  monographs. 

It  has  been  suggested  that  pending  the 
organization  of  the  proposed  society, 
some  of  its  objects  might  be  attained,  at 
small  expense,  through  the  medium  of 
existing  agencies,  notably  the  public  li- 
braries and  institutional  libraries  of  the 
United  States  and  Canada,  provided  that 
the  American  Library  Association  would 
prepare  for  general  use  a  uniform  index 
card  for  the  registration  of  questions 
on  any  subject  of  interest  to  the  individ- 
ual inquirer.  A  very  small  charge  might 
be  made  for  such  registration  of  index 
cards  and  for  any  subsequent  report  as 
to  sources  of  useful  information.  It 
might  be  found  possible  and  desirable 
to  make  this  plan  available  to  the  sol- 
diers and  sailors  in  the  United  States 
Army  and  Navy  during  the  war,  without 
any  charges.  There  are  undoubtedly 
large  numbers  of  patriotic  citizens  who 
would  be  willing  and  glad  to  undertake 
in  some  measure  such  correspondence 
with  the  soldiers  and  sailors  regarding 
matters  of  interest  to  the  latter. 



By  A.  G.  Hill 

You  have  read  a  lot  of  items, 
From  the  boys  out  on  the  line, 

So  no  doubt  'twill  be  quite  proper, 
For  to  hand  you  some  of  mine; 

On  the  General  Telegraph  Office, 
Where  we  earn  our  little  checks, 

Just  a  peep  at  Room  900, 

At  the  bunch  that  works  in  "X ;" 

First  there's  Mr.  J.  J.  Howard, 
Who's  our  Manager  and  chief, 

The  man  upon  whose  shoulders, 
Falls  the  load  of  office  grief; 

He's  a  steady-going  fellow, 
With  a  smile  that  won't  be  hid, 

But  he  claims  his  pet.  aversion, 
Is  to  work  with  some  poor  "lid !" 

Then  there's  Mr.  Peter  Healy, 

Traffic  chief,  from  8  to  4, 
At   the    switch-board,    shootin'    trouble, 

Or  at  work  out  on  the  floor ; 

H.  Ray  Esler  on  St.  Louis, 
Moves  a  mighty  hefty  load, 

He  is  also  "some  cartoonist" 
But  prefers  to  sling  the  code ; 

Mr.  Jurgeleit,  (Sir  Michael), 

At  300  tips  the  scale, 
Gets  away  with  lots  of  business, 

On  the  line  to  Carbondale ; 

On'  the  Iowa  divisions, 

There's  a  canny  Scot  named  Auld, 
Who's  been  working  Hawkeye  circuits, 

Till  they've  got  him  almost  bald; 

And  its  Ignatz  Q.  Wazeka, 

Shoots  the  bull  on  415, 
Now  believe  me,  he's  some  artist 

On  that  Remington  machine; 

When  a  guy  wants  information, 

'Tis  to  Watzy  that  he  goes, 
'Cause  the  boys  say  "Just  ask  Watzy, 

He's    the   man   that  always   knows!'* 

Then  its  Monsieur  George  C.  Castle, 
Who,  to  earn  his  bread  and  greens, 

As  a  bear-cat  on  bananas, 

Whoops  'em  up  with  New  Orleans; 

Little  Eddie  McNamara, 

Bashful,  blushing  Newlywed, 

Hums    "The    Harp    That    Once    Thro' 

When  the  Memphis  circuit's  dead; 

Now  at  noon  the  pencil-pushers, 

Hand  us  just  about  a  ton, 
Tracers,  home-routes,  and  diversions, 

Till  they  have  us  on  the  run; 

Every  fellow  at  the  tables, 

Thinks  "Oh  Gee!  how  many  more!" 
So  at  1  P.  M.  we  welcome, 

Jimmy  Cravens  at  the  door, 

Then  at  4  o'clock  Pete  Healy, 
Says  "I've  done  enough  today," 

That's  the  cue  for  David  Buckley, 
Who  till  midnight  holds  full  sway ; 

And  as  this  aforesaid  Buckley, 
Looks  to  see  what's  on  the  bill, 

Second  trick  gets  reinforcements, 
In  the  shape  of  Fox  and  Hill ; 

Later  on,  when  Mr.  Cravens, 
For  relief  begins  to  pine, 




Tis  the  new  man  Mr.  Harris, 
Who  releases  him  at  nine ; 

When  at  midnight,  graves  are  yawning, 
And  the  spooks  all  roam  at  large, 

Then  we  hear  that  by-word  "Wee- Wee  !" 
Dutchy  Diemer's  taking  charge; 

And  to  keep  the  Dutchman  comp'ny, 
Through  the  stilly  hours  o'night, 

Mr.  Kimmel  works  the  south  end, 
And  you  bet  he  does  it  right ; 

That's  the  roster  of  our  fellows, 

Who  manipulate  the  lines, 
And  that  you  may  recognize  'em, 

I'll  just  give  you  all  their  "sines," 

"H"  stands  for  Howard, 

The  boss  of  the  works, 
"K"  stands  for  Healy, 

And  Pete  never  shirks ; 

"J"  is  for  Jurgeleit, 
-     Tender  and  frail  (?) 
"S"  for  Wazeka, 

The  man  with  the  kale; 

"Z"  stands  for  Esler, 

On  St.  Louis  way, 
While  Auld  is  distinguished, 

By  the  lone  letter  "A." 

It's  Second  Chief  Buckley, 

Who  sines  the  big  "U," 
Hill  goes  him  one  better, 

Adds  a  dot  and  sines  "Q ;" 

"CS"  stands  for  Castle, 

Of  the  newly-wed  men, 
And  the  newcomer  Harris, 

You  may  know  by  his  "N;" 

It  is  Ed.  McNamara, 

Sines  'em  all  with  "ED" 
While  lanky  Jim  Cravens, 

Just  labels  'em  "C"; 

"JO"  stands  for  Diemer, 

That  wily  old  bird, 
And  "B"  stands  for  Kimmel, 

His  partner  on  3rd; 

And  last  but  not  least, 

One  who  cheers  for  the  Sox, 
Comes  the  lad  who  sines  "F", 

Which  indicates  Fox; 

These  "Sines"  like  the  editor, 

"Stand  for,"  a  lot, 
So  maybe  you'll  read  this, 

And  maybe"  you'll  not! 

Can  I  live  and  be  a  Christian 
On  the  railroad  with  its  care, 

With  its  thousand  frets  and  worries, 
Aggravations  here  and  there? 

Can  I  live  and  be  a  Christian? 

With  so  much  to  make  me  sad? 
Can  1  keep  m^  heart  uncalloused 

With   no    Sabbath   to   be   had? 

Yes,   though   there   be   temptations 

Turn  whatever  way  I  will, 
I   can  live  and  be  a  Christian 

Working  on  the  railroad  still. 

If  my  purpose  is  to  follow 

Jesus,  who  was  crucified, 
I  can  live  and  still  be  faithful, 

Though  I  may  be  sorely  tried. 

But  'tis  hard  to  have  no  Sabbath, 

God's  appointed  day  of  rest; 
Yet   He  nut  me  on  the  railroad 

And  he  knoweth  what  is  best. 

I. can  tell  you  why  He  did  it, 

For  His  sake  I'll  suffer  loss; 
He  will  surely  make  me  faithful, 

Leading  trainmen  to  the  cross. 

And  some  day  'mid  awful  crashings, 
Some   stout-hearted  engineer, 

Or  some  worthv,  faithful  fireman 
May  just  need  a  word  of  cheer. 

Or.  may  be  a  brave  conductor 

Or  a  hero  at  the  brake 
Will  need  by  hurried  whisper: 

"Father,  Save,  for  Jestt^  Sake." 

So   I'll  work  upon   the   railroad, 
Taking  all  things  as   they  come, 

SERVING  CHRIST  and  hoping  daily 
T  *nav  be  a  help  to  some. 

Till  that  day  when  He  shall  call  me 

To  that  glorious  land  of  rest, 
Then  if  I  have  done  but  little, 

Christ  will  know  I've  done  my  best. 

— Exchange. 

riGritorious  Soivico 

FAVORABLE  mention  is  made  of  the 
following  conductors  and  gatekeepers 
for  their  special  efforts  in  lifting  and  pre- 
venting the  use  of  irregular  transportation 
in  connection  with  which  reports  (Form 
972)  were  rendered  to  the  auditor  of  pas- 
senger receipts,  who,  in  cases  of  this  kind, 
advises  the  other  departments  concerned, 
so  that  proper  action  may  be  taken,  all  pass 
irregularities  being  brought  to  the  attention 
of  the  vice-president. 

Illinois  Division 

During  July  the  following  suburban  gate- 
keepers lifted  commutation  tickets  account 
having  expired  or  being  in  improper  hands: 
Anna  Smith,  Eleanor  Jacobs,  May  Helden- 
brand  and  Belle  Onsel. 

Suburban  Flagman  E.  Brennan  on  train 
No.  223,  July  28,  lifted  employe's  suburban 
pass  account  having  expired  and  collected 
cash  fare. 

Conductor  L.  N.  Turpin  on  train  No.  9, 
July  3  and  No.  24,  July  4,  declined  to  honor 
card  tickets  account  having  expired  and 
collected  cash  fares.  Passengers  were  re- 
ferred to  passenger  department  for  refund 
on  tickets. 

Conductor  D.  S.  Wiegel  on  train  No.  1, 
July  5,  declined  to  honor  foreign  interline 
ticket  account  having  expired  and  collected 
cash  fare.  Passenger  was  referred  to  pas- 
senger department  for  refund  on  ticket. 

On  train  No.  2,  July  22,  he  declined  to 
honor  card  ticket  account  having  expired 
and  collected  cash  fare. 

Conductor  R.  W.  Carruthers  on  train  No. 
525,  July  11,  declined  to  honor  card  ticket 
account  having  expired  and  collected  cash 

Conductor  H.  B.  Jacks  on  train  No.  34, 
July  11,  declined  to  honor  card  tickets  ac- 
count having  expired  and  collected  cash 
fares.  Passengers  were  referred  to  pas- 
senger department  for  refund  on  tickets. 

Conductor  J.  McAninch  on  train  No.  2, 
July  29,  lifted  going  portion  of  employe's 
trip  pass  account  return  portion  being  miss- 
ing and  collected  cash  fare. 

St.  Louis  Division 

Conductor  J.  H.  Lewis  on  train  Xo.  9 
July  23  lifted  employe's  trip  pass  account 
limit  having  been  altered  and  collected  cash 

Conductor  C.  T.  Harris  on  train  No.  302. 
July  25,  declined  to  honor  card  ticket  ac- 
count having  expired  and  collected  cash 
fare.  Passenger  was  referred  to  passenger 
department  for  refund  on  ticket. 
Springfield  Division 

Conductor  j.  B.  Stewart  on  train  No.  124, 
July  4,  declined  to  honor  simplex  ticket  ac- 

count   having    expired    and    collected    cash 

Tennessee  Division 

Conductor  S.  E.  Matthews  on  train  Xo. 
6,  July  3,  declined  to  honor  card  ticket  ac- 
count having  expired  and  collected  cash 
fare.  Passenger  was  referred  to  passenger 
department  for  refund  on  ticket. 

Conductor  J.  E.  Nelson  on  train  No.  4, 
July  21,  lifted  annual  pass  account  having 
presented  for  transportation  of  other  than 
party  named  thereon.  Passenger  purchased 
other  transportation  to  cover  trip. 
Mississippi  Division 

Conductor  F.  J.  Hines  on  train  No.  6. 
July  23,  declined  to  honor  mileage  book  ac- 
count having  expired  and  collected  cash 

Lou'siana  Division 

Conductor  G.  O.  Lord  on  train  No.  1, 
June  21,  lifted  mileage  book  account  being 
in  improper  hands  and  collected  other  tratis- 
portation  to  rover  trip. 

Conductor  E..  S.  Sharp  on  train  No.  31 3, 
July  1,  declined  to  honor  mileage  book  ac- 
count having  expired  and  collected  cash 

Conductor  R.  E.  Mclnturff  on  train  No. 
35,  July  14  and  Xo.  23,  on  July  21,  declined 
to  honor  card  tickets  account  having  ex- 
pired and  collected  cash  fares. 

Conductor  L.  E.  Barnes  on  train  No.  34, 
July  11,  lifted  employe's  term  pass  account 
having  expired  and  collected  cash  fare. 

On  train  No.  34,  July  13,  he  lifted  em- 
ploye's term  pass  account  passenger  not  be- 
ing provided  with  identification  slip  Form 
1572.  Passensrer  refused  to  pay  fare  and 
was  required  to  leave  the  train. 

On  train  No.  34,  July  19,  he  lifted  monthly 
school  ticket  account  having  expired  and 
collected  cash  fare. 

Memphis  Division 

Conductor  J.  S.  Lee  on  train  No.  402. 
July  4,  lifted  employe's  term  pass  account 
having  expired.  Passenger  refused  to  pay 
fare  and  was  required  to  leave  the  train. 

On  train  No.  403,  July  10,  he  lifted  em- 
ploye's term  pass  account  passenger  not  be- 
inar  provided  with  identification  slip  Form 
1572  and  collected  cash  fare. 

Conductor  W.  G.  Beanland  on  train  No. 
42,  July  7,  declined  to  honor  mileage  book 
account  having  expired  and  collected  cash 

Conductor  H.  J.  Lawrence  on  train  No. 
14,  July  13,  lifted  mileage  book  account  be- 
ing in  improper  hands  and  collected  cash 

New  Orleans  Division 

Conductor   A.    L.   Williams  on   train   No. 




34,  July  1,  declined  to  honor  mileage  book- 
account  having  expired  and  collected  cash 

Conductor  M.  J.  Moody  on  train  No.  21, 
July  2,  declined  to  honor  time  pass  account 
being  presented  for  transportation  of  pas- 
senger not  entitled  to  passage  thereon  and 
collected  cash  fare. 

Illinois  Division 

Conductor  McNeill  has  been  commended 
for  discovering  Southern  181227,  moving  in 
train  extra  1780,  June  29th,  improperly 
billed.  Car  was  set  out  in  old  yard  at 
Champaign  and  reported  to  dispatcher  at 

Switchman  M.  Thompson  has  been  com- 
mended for  discovering  and  reporting  car  in 
extra  south,  June  30,  with  broken  flange. 
Car  was  set  out  in  order  that  repairs  could 
be  made.  This  action  undoubtedly  prevented 
possible  accident. 

Conductor  J.  McManus  has  been  com- 
mended for  discovering  and  reporting  F.  C. 
T.  S.  S.  cars  12  and  13,  train  extra  1728, 
June  30,  with  no  light  weight  stencilled  on 
same.  Arrangements  were  made  to  have 
cars  stencilled. 

Conductor  H.  C.  Flora  has  been  com- 
mended for  discovering  and  reporting  I.  C. 
122338  without  light  weight  stencilled  on 
same.  Arrangements  were  made  to  have 
car  stencilled. 

A.  L.  Barnard  has  been  commended  for 
inducing  a  gentleman  going  to  Marshfield, 
Wis.,  to  use  our  service  from  Memphis  in- 
stead of  going  via  St.  Louis,  which  route  he 
had  contemplated. 

Operator  G.  DeMoss  has  been  commend- 
ed for  discovering  brake  rod  hanging  low, 
train  18.  Train  was  stopped  at  River  Bridge 
rod  properly  adjusted. 

Conductor  George  Lindsay  has  been  com- 
mended for  discovering  and  reporting  I.  C. 
107481  with  no  light  weight  stencilled  on 
same.  Arrangements  were  made  to  have 
car  stencilled. 

Section  Foreman  P.  G.  Beaudreau  has 
been  commended  for  discovering  and  re- 
porting brake  beam  on  car  in  extra  1635 
north,  April  7,  passing  Gilman.  Train  was 
stopped  and  brake  beam  was  removed, 
thereby  preventing  possible  accident. 

Towerman  Geo.  Lippe,  Forty-third  street, 
has  been  commended  for  precaution  taken 
before;.-  giving  clear  interlocking  signal  to 
express  suburban  415,  July  12.  This  action 
undoubtedly  prevented  possible  accident. 

Mr.  B.  F.  Dressier  has  been  commended 
for  discovering  broken  rail  on  track  No.  3 
north  of  Flossmoor  depot,  5:15  a.  m.,  June 
2,  and  notifying  dispatcher  at  Chicago.  This 
action  undoubtedly  prevented  possible  ac- 

Mr.  P.  McDonough  has  been  commended 
for  discovering  brake  beam  dragging  under 
'M.  C.  freight  train  north  bound  engine  7884, 
track  4,  near  31st  Street  4:20  p.  m.,  July 

14,  and  flagging  train  and  advising  crew. 
This  action  undoubtedly  prevented  possible 

Car  Repairer  Gustow  Motschall  has  been 
commended  for  discovering  broken  flange 
on  M.  C.  6406,  passing  Kankakee  Junction, 
extra  south,  June  30,  and  taking  necessary 
action  to  have  car  set  out.  This  action  un- 
doubtedly prevented  possible  accident. 

Foreman  P.  G.  McGuire  has  been  com- 
mended for  discovering  hot  box  on  extra 
1752  south,  and  notifying  crew  who  took 
necessary  action  to  avoid  accident. 

Switchman  James  Markland  has  been 
commended  for  discovering  broken  flange 
on  I.  C.  86443,  extra  north  1663,  and  calling 
attention  of  crew  to  same  who  handled  car 
carefully  to  avoid  derailment  and  notifying 
car  foreman  in  order  that  repairs  could  be 
made.  This  action  undoubtedly  prevented 
possible  accident. 

Mr.  George  Smith  of  Melvin  has  been 
commended  for  discovering  and  reporting 
broken  flange  on  I.  C.  110829,  passing 
Melvin,  extra  1778  north,  July  21.  This  ac- 
tion undoubtedly  prevented  possible  acci- 

Flagman  R.  O'Connor,  Suburban  train 
634,  has  been  commended  for  discovering 
and  reporting  cattle  guard  at  bridge  168  at 
Harvey  on  fire,  July  29.  Fire  was  extin- 
guished before  considerable  damage  oc- 

Conductor  A.  E.  Burke  has  been  com- 
mended for  discovering  and  reporting  P.  M. 
10141  improperly  stencilled  while  moving  in 
extra  1658  south,  August  3.  Arrangements 
were  made  to  have  car  restencilled. 

Brakeman  W.  J.  Rapstock  has  been  com- 
mended for  turning  in  at  Kankakee  30 
pounds  of  babbitt,  saved  from  hot  boxes 
given  attention  on  his  train. 

Conductor  H.  C.  Flora  has  been  com- 
mended for  discovering  and  reporting  I.  C. 
86709,  extra  1598,  August  23,  with  no  light 
weight  stencilled  on  same.  Arrangements 
were  made  to  have  car  stencilled. 

Conductor  Geo.  Lindsay,  extra  1635  south, 
August  19th,  has  been  commended  for  dis- 
covering and  reporting  B.  R.  C.  367  with  no 
light  weight  stencilled  on  same.  Arrange- 
ments were  made  to  have  car  stencilled. 

Conductor  H.  F.  Carroll  has  been  com- 
mended for  discovering  bad  order  draw  bar 
in  car  passing  Gilman,  extra  1576  north, 
August  12,  and  .  notifying  train  crew  by 
whom  car  was  set  out,  thereby  removing 
possible  cause  for  an  accident. 

Car  Inspector  Herman  Gresen  at  Kanka- 
kee has  been  commended  for  discovering 
P.  M.  11000,  extra  1595  north,  August  8, 
with  broken  arch  bar,  and  notifying  con- 
ductor. This  action  undoubtedly  prevented 
possible  accident. 

Conductor  H.  C.  McElroy,  extra  1729, 
July  21,  has  been  commended  for  discover- 



ing  and  reporting  I.  C.  112539  improperly 
stencilled.  Arrangements  were  made  to 
have  car  stencilled  properly. 

Towerman  Campbell,  Harvey,  111.,  has 
been  commended  for  observing  something 
wrong  with  trucks  of  third  car,  passing 
Harvey  August  2,  and  reporting  same 
promptly  so  that  train  could  be  stopped  at 
Matteson  and  inspected,  at  which  time  it 
was  discovered  that  brakes  were  sticking. 
This  action  undoubtedly  prevented  possible 

Springfield  Division 

Brakeman  L.  D.  Banks,  Clinton,  111.,  has 
been  commended  for  discovering  arch  bar 
under  I.  C.  119509,  train  164,  broken.  Car 
was  set  out  at  Ramsey,  in  order  that  neces- 
sary repairs  could  be  made.  This  action  un- 
doubtedly prevented  possible  accident. 

Conductor  C.  H.  St.  John,  Brakeman 
J.  W.  Potter,  Brakeman  Thomas  Brooks, 
Engineer  J.  E.  Mclntyre  and  Fireman  H.  E. 
Zook,  extra  1592,  June  30,  have  been  com- 
mended for  discovering  and  extinguishing 
fire  bridge  273-9,  second  bridge  south  of 
Mont.  Section  men  at  Mont  were  instructed 
to  go  and  look  after  the  situation. 

Agent  J.  F.  Umpley,  Dunkel,  111.,  has  been 
commended  for  discovering  and  reporting 
two  broken  angle  bars  at  rail  joint  near 
south  switch  leading  to  siding,  July  9.  This- 
action'  undoubtedly  prevented  possible  acci- 

Brakeman  C.  D.  Majors,  Champaign,  111., 
has  been  commended  for  firing  engine  from